Today's Message Index:
----------------------
1. 03:40 AM - Re: Rats! (danhelsper@aol.com)
2. 05:35 AM - Re: Plywood (jarheadpilot82)
3. 05:58 AM - Re: Rats! (Bill Church)
4. 06:03 AM - Re: Rats! (William Wynne)
5. 07:02 AM - Re: Welcome to Corvair Colleges (kevinpurtee)
6. 07:21 AM - Re: 4130 tubing laying around (Barry Davis)
7. 07:23 AM - 24 1/4" wide fuselage... (Douwe Blumberg)
8. 08:04 AM - Re: Plywood (William Wynne)
9. 08:32 AM - W&B (larharris2 Harris)
10. 08:40 AM - Re: 4130 tubing laying around (William Wynne)
11. 08:47 AM - Re: Re: Plywood (Boatright, Jeffrey)
12. 09:17 AM - Re: Re: Welcome to Corvair Colleges (dog67@aol.com)
13. 09:27 AM - Magneto switch wiring (giacummo)
14. 10:23 AM - Re: Magneto switch wiring (taildrags)
15. 10:46 AM - Re: Magneto switch wiring (giacummo)
16. 11:10 AM - Re: Magneto switch wiring (taildrags)
17. 11:38 AM - Re: Magneto switch wiring (giacummo)
18. 12:55 PM - Re: Re: Rats! (danhelsper@aol.com)
19. 01:01 PM - Re: Re: Plywood (Claude Corbett)
20. 01:52 PM - Re: W&B (William Wynne)
21. 02:02 PM - Re: Re: 4130 tubing laying around (H. Marvin Haught)
22. 02:29 PM - Re: Welcome to Corvair Colleges (kevinpurtee)
23. 02:31 PM - Re: Re: 4130 tubing laying around (Boatright, Jeffrey)
24. 02:43 PM - Re: Re: 4130 tubing laying around (H. Marvin Haught Jr.)
25. 03:00 PM - Re: Re: 4130 tubing laying around (Boatright, Jeffrey)
26. 03:03 PM - Re: Welcome to Corvair Colleges (taildrags)
27. 03:11 PM - Re: Re: W&B (Steven Dortch)
28. 05:09 PM - Marvin Haught---try Harry Fenton's Web site on Small Continental Engines (Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC])
29. 05:40 PM - R&D into inexpensive components (William Wynne)
30. 05:42 PM - Re: Marvin Haught---try Harry Fenton's Web site on Small Continental Engines (H. Marvin Haught)
31. 06:21 PM - Re: Re: Welcome to Corvair Colleges (dog67@aol.com)
32. 06:50 PM - Airspeed indicator (Steven Dortch)
33. 07:11 PM - Re: Airspeed indicator (jim hyde)
34. 07:38 PM - Re: Airspeed indicator (Steven Dortch)
35. 08:09 PM - Re: Airspeed indicator (jim hyde)
36. 08:15 PM - Re: Magneto switch wiring (taildrags)
37. 08:25 PM - Re: Airspeed indicator (Boatright, Jeffrey)
38. 09:48 PM - Re: Airspeed indicator (taildrags)
39. 11:36 PM - Re: Marvin Haught---try Harry Fenton's Web site on Small Contine (biplan53)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Well, drawing No. 5 gives the spread between the wing cabane strut fittings
right at 24" to line up vertically coming up from the fuse. So once again
young Mr. Hoopman was correct. I think the Corvair engine mount is wrong.
Dan Helsper
Puryear, TN
-----Original Message-----
From: Gary Boothe <gboothe5@comcast.net>
Sent: Sun, Mar 16, 2014 1:37 pm
Subject: RE: Pietenpol-List: Rats!
...but what does Dan Interim Top Curmudgeon Helsper say?
Gary Boothe
NX308MB
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-lis
t-server@matronics.com]
On Behalf Of Chris
Sent: Sunday, March 16, 2014 10:23 AM
Subject: RE: Pietenpol-List: Rats!
Gary,
I never noticed your fuselage was 24 1/4 inches wide. I guess my eyes are
getting bad. I took this measurement, like john did, to mean 24-inches AFT
ER
the sides are installed. I never thought it was before but it could be
interpreted your way too. This is just one of the joys of scratch building
.
We can both say we followed the plans and both of us are correct.
Chris T.
Sacramento, Ca
Westcoastpiet.com
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-lis
t-server@matronics.com]
On Behalf Of Gary Boothe
Sent: Sunday, March 16, 2014 8:28 AM
Subject: RE: Pietenpol-List: Rats!
--> <gboothe5@comcast.net>
John,
The outside of the plywood is the same as the outside of the longerons. Mr.
Pietenpol did that on purpose to conserve plywood, but when you add the sid
es,
the outside measurement increases 1/4".
Gary Boothe
NX308MB
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-lis
t-server@matronics.com]
On Behalf Of john francis
Sent: Sunday, March 16, 2014 7:58 AM
Subject: Pietenpol-List: Rats!
--> <Mrkringles@msn.com>
Did I read the plans wrong? Note in the red oval on the print, "all
measurements to outside of plywood=C3=A2=82=AC=C2=9D. I assumed this me
ant all measurements
and made the front of my fuselage 24=C3=A2=82=AC=C2=9D wide to the outsi
de of the plywood.
Yesterday I borrowed a WW corvair engine mount and found it to be a 1/4=C3
=A2=82=AC=C2=9D too
wide for my frame (the engine mount measured 24 1/4=C3=A2=82=AC=C2=9D wi
de). That would mean
that the front, or far left dimension on the print should be 24 inches to t
he
outside of the longerons and not the plywood.....correct? Before I remove
the
two bottom ash cross struts connecting my sides, I want to make sure.
John
--------
John Francis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420409#420409
Attachments:
http://forums.matronics.com//files/dscn0082_179.jpg
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Braniff1996 brought up great points and made me think about what he wrote when
I saw this article-
http://www.salary.com/12-jobs-on-the-brink-will-they-evolve-or-go-extinct/
Also, William Wynne on his flycorvair.net blog recently brought a fantastic book
to my attention that dovetails right in with this. He discussed, and I took
his advice and read, the book, Shop Class As Soulcraft by Matthew B. Crawford.
http://flycorvair.net/?s=shop+class&submit=Search
In William's post, there is a link to the magazine article of the same name that
letter turned into the full book.
What does this have to do with Pietenpol building, you ask? Not much for you and
I, maybe. But if you have a child of between the ages of birth and college,
you need to read this to help them to go in a career direction that gives them
a quality of life that will allow them to love to fly as much as you do.
All, right, I am off the soap box and headed to go flying.
--------
Semper Fi,
Terry Hand
Athens, GA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420452#420452
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Just to muddy the waters a little more, refer to drawing No. 6. This seems to
be the only place in the drawing set that cannot be interpreted in more than one
way. The detail clearly shows the dimensions to be to the outside of the plywood
side skins. The dimensions are:
1 1/4" + 4 13/16" + 2" + 8 1/8" + 1" + 5 13/16" + 1 1/4", which gives a grand total
of 24 1/4" including the plywood skins, or, 24" to outside of longerons.
This seems to be in conflict with the note on drawing No. 1, which says all dimensions
to outside of plywood. Unless we interpret that note to be referring
to the plywood floor.
Having said that, I can't remember whether I built my fuselage to be 24" wide,
measured at the longerons, or measured at the plywood. And, to be honest, it
doesn't matter. At all. One quarter inch difference in the width one way or the
other will not make a significant difference. And if you will be building
your own motor mount, simply build the mount to suit the fuselage width you have
fabricated. If you will be having your mount built by others, either confirm
the mount width before building your fuselage, or give your fabricator clear
instructions as to your mounting point dimensions.
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420454#420454
Attachments:
http://forums.matronics.com//files/fuse_width_497.jpg
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Dan,
That may not have come out the way you intended, but the Corvair mount I built
for Bob Dewenter (that John has on hand) isn't 'Wrong' if it fits Bob's plane
like a glove. We made it for Bob after his fuselage was built, to the exact width
dimensions he sent. The point I was trying to make is that we can easily make
them from 23.5" to 24.375" in the same fixture.
Between Pietenpols, KR-2s and Firpies (wooden Vision fuselage) I have made about
a half dozen 'De Havilland box' construction style fuselages in the last 20
years. In all of these, I put the outer plywood on the sides while they were still
flat on the bench. This steers a builder toward a 24" wide fuselage.
>From looking at builder's photos, most people appear to just build the side trusses
with the inner gussets, and then stand them up with no skin. I am thinking
that most of those people end up with a 24.250" wide fuselage, however, a guy
could use this technique and still build a 24" wide plane.
My reading of the plans is the same as yours, that the overall fuselage width,
with the plywood is intended to be 24". But if I made every mount that way some
of them would not fit. John is only working with Bobs mount because he just
ordered one from us, and intends to pick it up at Brodhead. I can easily make
it a clone of Bob's or I could make it 24" to suit either width. -ww
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420455#420455
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Welcome to Corvair Colleges |
Shelley and I have been to three. We hosted 22 and 28 and were attendees at 24
in Barnwell. We're looking forward to retirement when we can go just to go.
They are social events in addition to being educational.
I did not attend any colleges during the 1st build and it took me 5 years to run
the engine. By comparison, it took us a weekend to build and run the engine
the 2nd time at CC24. Shelley did most of the wrenching, BTW. There were factors
other than attending the college that explain the improved efficiency, of
course, but the college was a huge help.
William has an exceptional background in small airplane design, construction and
maintenance. You will learn a lot, even if you're not using a Corvair.
--------
Kevin "Axel" Purtee
Rebuilding NX899KP
Austin/San Marcos, TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420457#420457
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 4130 tubing laying around |
Don't have any extra tubing, but am interested in your project. I have been
mulling a similar project.
Barry
NX973BP
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Douwe
Blumberg
Sent: Saturday, March 15, 2014 10:18 AM
Subject: Pietenpol-List: 4130 tubing laying around
Hey,
Anybody have some 4130 tubing laying around they wanna sell cheap? Round,
square, rusty. doesn't much matter. It's for a high-mileage vehicle "fun
project" and is just for prototyping.
Douwe
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 24 1/4" wide fuselage... |
With a fuselage measuring a full =BC=94 too wide, I wonder if it can
even be
termed a Pietenpol!!
I suppose it could be parked in a back row somewhere with the other
=93impure=94
imposters!!!
:-)
Douwe
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Builders,
Six months ago I was sent a very nice hat from EAA HQ, one of the new ones with
the traditional logo. It was something of an olive branch, as I had worked as
a staff writer for many years, but later became an outsider during the 'corporate
shift'. When I saw the hat's tag said "Made in China." I sent it back with
a note that I would not wear it, and they should not send things like this
to EAA members like Pietenpol builder Roger White.
There are some good photos of Brodhead and Oshkosh 201o at this link:
http://www.flycorvair.com/osh2010.html
About half way down you can see Roger's picture, and he is wearing a hat with a
Combat infantryman's Badge. Something he earned at great cost, fighting Chinese
in Korea. In my note to HQ I explained that Roger may be subjected to China
products at Walmart, because it is a corporation, but the EAA is allegedly a
membership association, not driven by profit, and we can have US made hats for
men like Roger.
If you would like to know how to go from being on the EAA publications masthead
for four years to being persona non grata, easy: All you have to do is write
a stream of stories like this one, which points out how much of the US light aviation
industry is already owned by the Chinese:
http://flycorvair.net/2013/07/23/communist-chinese-government-at-oshkosh/
When the message is "These are our new friends," Writing stories about the EAA's
president getting caught by 60 minutes with a fake engineering degree, makes
one a pariah. I wrote the story below after the C-162 failed, pointing out that
the EAA president Jack Pelton, Mr. fake degree, was the guy who plotted exporting
the project to China. The story was widely circulated, and yes, I even
heard from the EAA's person who runs the 'China Pavilion' at Oshkosh, explaining
how much better things would be I just saw it their way. Sadly, they are not
really worried about me starting a revolt, as they know only 10-15% of the membership
cares about "Made in USA."
http://flycorvair.net/2013/10/23/cessnas-chinese-adventure-a-failure/
-----------------------------------------
Michael, I assume that your gas price was a typo, because gas was $1.56 in 1999,
it has not been $.56 since well before you were born. I am 51 years old, and
I have a strong feeling about keeping aviation affordable to working Americans
like you. At it's very root, this was the driving force behind BHP life's work.
He started this in the depression, when it was a lot harder, and I don't
intend to drop the ball on my watch. We are not a country of spectators.
>From the story above:
"So, who will make Americas light planes? You will, the
working American, just as you have always done. In 1946 Cessna went
from war production to making 30 C-120s and C-140s a day, without any issue at
all. The greedy corporate scum like Pelton had 6 years to tool up and they
couldnt hardly make 30 aircraft per year in China. The only important
difference is that the Cessna ownership in 1946 respected their workforce of
Americans, and 60 years later Pelton had all his faith in the best $2/hr Chinese
workers he could buy. Moving forward, it is clear that Cessna has now abandoned
the affordable aircraft market. This makes no difference to any homebuilder.
In 1946, Cessna was something of a partner to American labor in producing that
generation of affordable American aircraft. Today, they have proven to be a
worthless element. Each of us, developing our own craftsmanship, will work in
our own one plane factory and produce our own aircraft. This is how American
labor will build this generation of affordable aircraft. We dont need cheap
labor in China, we dont need greedy CEOs and we dont need any membership
organization that is headed by a person who fails to understand this.-ww.
--------------------------------------------
Michael, when I was 32, I had just spent 5 years and my $70K life savings Embry-Riddle,
had a 3.85 GPA, and he highest paying job in aviation I could find was
$10/hr. My personal wealth was limited to my Piet project, 1,500 pounds of books
and tools, a rusty 1967 Corvair, what I knew, and a handful of friends.
From there I made progress, but I also made a series of foolish decisions that
slowed my rate of climb, and one on 7/14/01 that came pretty close to costing
my life. It is a safe assumption you are smarter than me, and trust me, no matter
how bad things seem economically, you can build your plane. You loose only
when you quit. Find other people who motivate you and focus of their positive
perspective.
You can see in the photos below that we live on a little airport, but we live pretty
frugally. I have long known that I am happy when I am dreaming of and working
on a project. Material goods beyond tools don't keep me happy. every decision
I made to put my craft first, to invest in myself instead of consumer goods,
was a step toward building, flying and happiness.
If you read anything I write this year, make it the last 5 paragraphs of the story
below:
http://flycorvair.net/2013/09/09/sunday-a-long-day-at-the-airport/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420461#420461
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
WW=2C I started looking through your reference articles (http://www.flycorv
air.com/osh2010.html) . The third photo shows a plane up on the scales. No
twithstanding the possible Chinese source=2C I have thought about ordering
a set of digital scales off Ebay for the weighing process. Maybe something
in the 350lb range so that the load on each finds a weight near the mid-ran
ge.
I've got your W&B articles on order=2C but not received yet.
Thoughts?
Lorenzo
> Subject: Pietenpol-List: Re: Plywood
> From: WilliamTCA@aol.com
> Date: Mon=2C 17 Mar 2014 08:03:50 -0700
> To: pietenpol-list@matronics.com
>
>
>
> Builders=2C
>
> Six months ago I was sent a very nice hat from EAA HQ=2C one of the new o
nes with the traditional logo. It was something of an olive branch=2C as I
had worked as a staff writer for many years=2C but later became an outsider
during the 'corporate shift'. When I saw the hat's tag said "Made in Chin
a." I sent it back with a note that I would not wear it=2C and they should
not send things like this to EAA members like Pietenpol builder Roger White
.
>
> There are some good photos of Brodhead and Oshkosh 201o at this link:
>
> http://www.flycorvair.com/osh2010.html
>
> About half way down you can see Roger's picture=2C and he is wearing a ha
t with a Combat infantryman's Badge. Something he earned at great cost=2C f
ighting Chinese in Korea. In my note to HQ I explained that Roger may be su
bjected to China products at Walmart=2C because it is a corporation=2C but
the EAA is allegedly a membership association=2C not driven by profit=2C a
nd we can have US made hats for men like Roger.
>
> If you would like to know how to go from being on the EAA publications ma
sthead for four years to being persona non grata=2C easy: All you have to d
o is write a stream of stories like this one=2C which points out how much o
f the US light aviation industry is already owned by the Chinese:
>
> http://flycorvair.net/2013/07/23/communist-chinese-government-at-oshkosh/
>
> When the message is "These are our new friends=2C" Writing stories about
the EAA's president getting caught by 60 minutes with a fake engineering de
gree=2C makes one a pariah. I wrote the story below after the C-162 failed
=2C pointing out that the EAA president Jack Pelton=2C Mr. fake degree=2C w
as the guy who plotted exporting the project to China. The story was widely
circulated=2C and yes=2C I even heard from the EAA's person who runs the '
China Pavilion' at Oshkosh=2C explaining how much better things would be I
just saw it their way. Sadly=2C they are not really worried about me starti
ng a revolt=2C as they know only 10-15% of the membership cares about "Made
in USA."
>
> http://flycorvair.net/2013/10/23/cessnas-chinese-adventure-a-failure/
>
> -----------------------------------------
>
> Michael=2C I assume that your gas price was a typo=2C because gas was $1.
56 in 1999=2C it has not been $.56 since well before you were born. I am 5
1 years old=2C and I have a strong feeling about keeping aviation affordabl
e to working Americans like you. At it's very root=2C this was the driving
force behind BHP life's work. He started this in the depression=2C when it
was a lot harder=2C and I don't intend to drop the ball on my watch. We are
not a country of spectators.
>
> >From the story above:
>
> "So=2C who will make America=99s light planes? You will=2C the
> working American=2C just as you have always done. In 1946 Cessna went
> from war production to making 30 C-120=B2s and C-140=B2s a da
y=2C without any issue at
> all. The greedy corporate scum like Pelton had 6 years to tool up and the
y
> couldn=99t hardly make 30 aircraft per year in China. The only impo
rtant
> difference is that the Cessna ownership in 1946 respected their workforce
of
> Americans=2C and 60 years later Pelton had all his faith in the best $2/h
r Chinese
> workers he could buy. Moving forward=2C it is clear that Cessna has now a
bandoned
> the =9Caffordable=9D aircraft market. This makes no differenc
e to any homebuilder.
> In 1946=2C Cessna was something of a partner to American labor in produci
ng that
> generation of affordable American aircraft. Today=2C they have proven to
be a
> worthless element. Each of us=2C developing our own craftsmanship=2C will
work in
> our own one plane factory and produce our own aircraft. This is how Ameri
can
> labor will build this generation of affordable aircraft. We don=99t
need cheap
> labor in China=2C we don=99t need greedy CEO=99s and we don
=99t need any membership
> organization that is headed by a person who fails to understand this.-ww.
>
> --------------------------------------------
>
> Michael=2C when I was 32=2C I had just spent 5 years and my $70K life sav
ings Embry-Riddle=2C had a 3.85 GPA=2C and he highest paying job in aviatio
n I could find was $10/hr. My personal wealth was limited to my Piet projec
t=2C 1=2C500 pounds of books and tools=2C a rusty 1967 Corvair=2C what I kn
ew=2C and a handful of friends. From there I made progress=2C but I also m
ade a series of foolish decisions that slowed my rate of climb=2C and one o
n 7/14/01 that came pretty close to costing my life. It is a safe assumptio
n you are smarter than me=2C and trust me=2C no matter how bad things seem
economically=2C you can build your plane. You loose only when you quit. Fin
d other people who motivate you and focus of their positive perspective.
>
> You can see in the photos below that we live on a little airport=2C but w
e live pretty frugally. I have long known that I am happy when I am dreamin
g of and working on a project. Material goods beyond tools don't keep me ha
ppy. every decision I made to put my craft first=2C to invest in myself ins
tead of consumer goods=2C was a step toward building=2C flying and happines
s.
>
> If you read anything I write this year=2C make it the last 5 paragraphs o
f the story below:
>
> http://flycorvair.net/2013/09/09/sunday-a-long-day-at-the-airport/
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=420461#420461
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: 4130 tubing laying around |
Douwe,
A number of sucssful builders I know are now interested in efficient land based
stuff. After building a plane, everything we drive seems to be battleship heavy
and barn door aerodynamic.
My side kick Vern Stevenson built the three wheeler pictured in the link below.
It is half 3 cylinder Geo metro and half a Lancair 320 fuselage I had in the
rafters. He graphed them together in my hangar. In Florida the trike is considered
a motorcycle, and is exempt from any kind of inspection or insurance. The
trike actually has a small steel tube structure in it attaching the unit body
driveline end to the composite cockpit and tail cone. Vern has driven it 11,000
miles in the last year, averages 60mpg. Not bad for being made of 'trash.'
He brings it to most Colleges, he lets people drive it if they like. You can
google his name for more internet pictures.
http://flycorvair.net/2013/06/02/fun-with-agkistrodon-piscivorus-and-verns-aero-trike/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420464#420464
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
"You lose only when you quit."
I've found that to be true in all aspects of my life and it's what I
counsel to students and junior faculty.
--
Jeffrey H. Boatright, PhD, FARVO
Associate Professor of Ophthalmology
Emory University School of Medicine
On 3/17/14 11:03 AM, "William Wynne" <WilliamTCA@aol.com> wrote:
>
>Builders,
>
>Six months ago I was sent a very nice hat from EAA HQ, one of the new
>ones with the traditional logo. It was something of an olive branch, as I
>had worked as a staff writer for many years, but later became an outsider
>during the 'corporate shift'. When I saw the hat's tag said "Made in
>China." I sent it back with a note that I would not wear it, and they
>should not send things like this to EAA members like Pietenpol builder
>Roger White.
>
>There are some good photos of Brodhead and Oshkosh 201o at this link:
>
>http://www.flycorvair.com/osh2010.html
>
>About half way down you can see Roger's picture, and he is wearing a hat
>with a Combat infantryman's Badge. Something he earned at great cost,
>fighting Chinese in Korea. In my note to HQ I explained that Roger may be
>subjected to China products at Walmart, because it is a corporation, but
>the EAA is allegedly a membership association, not driven by profit, and
>we can have US made hats for men like Roger.
>
>If you would like to know how to go from being on the EAA publications
>masthead for four years to being persona non grata, easy: All you have to
>do is write a stream of stories like this one, which points out how much
>of the US light aviation industry is already owned by the Chinese:
>
>http://flycorvair.net/2013/07/23/communist-chinese-government-at-oshkosh/
>
>When the message is "These are our new friends," Writing stories about
>the EAA's president getting caught by 60 minutes with a fake engineering
>degree, makes one a pariah. I wrote the story below after the C-162
>failed, pointing out that the EAA president Jack Pelton, Mr. fake degree,
>was the guy who plotted exporting the project to China. The story was
>widely circulated, and yes, I even heard from the EAA's person who runs
>the 'China Pavilion' at Oshkosh, explaining how much better things would
>be I just saw it their way. Sadly, they are not really worried about me
>starting a revolt, as they know only 10-15% of the membership cares about
>"Made in USA."
>
>http://flycorvair.net/2013/10/23/cessnas-chinese-adventure-a-failure/
>
>-----------------------------------------
>
>Michael, I assume that your gas price was a typo, because gas was $1.56
>in 1999, it has not been $.56 since well before you were born. I am 51
>years old, and I have a strong feeling about keeping aviation affordable
>to working Americans like you. At it's very root, this was the driving
>force behind BHP life's work. He started this in the depression, when it
>was a lot harder, and I don't intend to drop the ball on my watch. We are
>not a country of spectators.
>
>>From the story above:
>
>"So, who will make Americas light planes? You will, the
>working American, just as you have always done. In 1946 Cessna went
>from war production to making 30 C-120s and C-140s a day, without
>any issue at
>all. The greedy corporate scum like Pelton had 6 years to tool up and
>they
>couldnt hardly make 30 aircraft per year in China. The only important
>difference is that the Cessna ownership in 1946 respected their workforce
>of
>Americans, and 60 years later Pelton had all his faith in the best $2/hr
>Chinese
>workers he could buy. Moving forward, it is clear that Cessna has now
>abandoned
>the affordable aircraft market. This makes no difference to any
>homebuilder.
>In 1946, Cessna was something of a partner to American labor in producing
>that
>generation of affordable American aircraft. Today, they have proven to
>be a
>worthless element. Each of us, developing our own craftsmanship, will
>work in
>our own one plane factory and produce our own aircraft. This is how
>American
>labor will build this generation of affordable aircraft. We dont need
>cheap
>labor in China, we dont need greedy CEOs and we dont need any
>membership
>organization that is headed by a person who fails to understand this.-ww.
>
>--------------------------------------------
>
>Michael, when I was 32, I had just spent 5 years and my $70K life savings
>Embry-Riddle, had a 3.85 GPA, and he highest paying job in aviation I
>could find was $10/hr. My personal wealth was limited to my Piet project,
>1,500 pounds of books and tools, a rusty 1967 Corvair, what I knew, and a
>handful of friends. From there I made progress, but I also made a series
>of foolish decisions that slowed my rate of climb, and one on 7/14/01
>that came pretty close to costing my life. It is a safe assumption you
>are smarter than me, and trust me, no matter how bad things seem
>economically, you can build your plane. You loose only when you quit.
>Find other people who motivate you and focus of their positive
>perspective.
>
>You can see in the photos below that we live on a little airport, but we
>live pretty frugally. I have long known that I am happy when I am
>dreaming of and working on a project. Material goods beyond tools don't
>keep me happy. every decision I made to put my craft first, to invest in
>myself instead of consumer goods, was a step toward building, flying and
>happiness.
>
>If you read anything I write this year, make it the last 5 paragraphs of
>the story below:
>
>http://flycorvair.net/2013/09/09/sunday-a-long-day-at-the-airport/
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=420461#420461
>
>
________________________________
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 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Welcome to Corvair Colleges |
Fantastic Kevin
You got your new Piet flying?
Cheers
Jonathan Apfelbaum
-----Original Message-----
From: kevinpurtee <kevin.purtee@us.army.mil>
Sent: Mon, Mar 17, 2014 8:02 am
Subject: Pietenpol-List: Re: Welcome to Corvair Colleges
il>
Shelley and I have been to three. We hosted 22 and 28 and were attendees a
t 24
n Barnwell. We're looking forward to retirement when we can go just to go.
hey are social events in addition to being educational.
I did not attend any colleges during the 1st build and it took me 5 years t
o run
he engine. By comparison, it took us a weekend to build and run the engine
the
nd time at CC24. Shelley did most of the wrenching, BTW. There were facto
rs
ther than attending the college that explain the improved efficiency, of
ourse, but the college was a huge help.
William has an exceptional background in small airplane design, constructio
n and
aintenance. You will learn a lot, even if you're not using a Corvair.
--------
evin "Axel" Purtee
ebuilding NX899KP
ustin/San Marcos, TX
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=420457#420457
-= - The Pietenpol-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?Pietenpol-List
-
-========================
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Magneto switch wiring |
Hello,
I have a pair of Slick magnetos in the a65 engine, and the switch key for R-L-Both
or off.
>From where does the cable/es from the mag to the switch key depart?... I was
traying to find a diagram but I do not find anyone, and I do not see nothing over
the mags.
thanks in advance.
regards
--------
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=420470#420470
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Magneto switch wiring |
Mario; are you asking about the attachment stud for the wire on the magneto, or
on the switch?
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420476#420476
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Magneto switch wiring |
My question was bad...
from the switch that is on the cockpit, I have to send cables to the magnetos,
but I do not know where to wire them (at the mag side)..
the mags are Slick 4333...
PD: como conecto los magnetos a la llave?
--------
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=420480#420480
Attachments:
http://forums.matronics.com//files/p1011201_170.jpg
http://forums.matronics.com//files/0558_738.jpg
http://forums.matronics.com//files/descarga_157.jpg
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Magneto switch wiring |
Mario; the orange wire "jumper" on the magneto must be removed... I think it is
only there to temporarily ground the ignition P-lead from the magneto. I'll
get the detail from Tony Bingelis' book... then we will start a discussion about
whether the shield braid on the P-lead wire should be grounded at both ends
or only at one end ;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420482#420482
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Magneto switch wiring |
thank you Oscar.
--------
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=420487#420487
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
William,
There is only one way for a curmudgeon to look at things. But in this case
Mr. Church has found that (gasp) there might be a conflict on the plans? Th
ere must be some plausible explanation for this. I will search the "papers"
in May.
Dan Helsper
Puryear, TN
-----Original Message-----
From: William Wynne <WilliamTCA@aol.com>
Sent: Mon, Mar 17, 2014 8:19 am
Subject: Pietenpol-List: Re: Rats!
Dan,
That may not have come out the way you intended, but the Corvair mount I bu
ilt
for Bob Dewenter (that John has on hand) isn't 'Wrong' if it fits Bob's pla
ne
like a glove. We made it for Bob after his fuselage was built, to the exact
width dimensions he sent. The point I was trying to make is that we can eas
ily
make them from 23.5" to 24.375" in the same fixture.
Between Pietenpols, KR-2s and Firpies (wooden Vision fuselage) I have made
about
a half dozen 'De Havilland box' construction style fuselages in the last 20
years. In all of these, I put the outer plywood on the sides while they wer
e
still flat on the bench. This steers a builder toward a 24" wide fuselage.
>From looking at builder's photos, most people appear to just build the sid
e
trusses with the inner gussets, and then stand them up with no skin. I am
thinking that most of those people end up with a 24.250" wide fuselage, how
ever,
a guy could use this technique and still build a 24" wide plane.
My reading of the plans is the same as yours, that the overall fuselage wid
th,
with the plywood is intended to be 24". But if I made every mount that way
some
of them would not fit. John is only working with Bobs mount because he just
ordered one from us, and intends to pick it up at Brodhead. I can easily ma
ke it
a clone of Bob's or I could make it 24" to suit either width. -ww
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420455#420455
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Sent from my iPad
> On Mar 17, 2014, at 10:47 AM, "Boatright, Jeffrey" <jeffboatright@emory.edu>
wrote:
>
>
> "You lose only when you quit."
>
>
> I've found that to be true in all aspects of my life and it's what I
> counsel to students and junior faculty.
>
> --
>
> Jeffrey H. Boatright, PhD, FARVO
> Associate Professor of Ophthalmology
> Emory University School of Medicine
>
>
>
>
>> On 3/17/14 11:03 AM, "William Wynne" <WilliamTCA@aol.com> wrote:
>>
>>
>> Builders,
>>
>> Six months ago I was sent a very nice hat from EAA HQ, one of the new
>> ones with the traditional logo. It was something of an olive branch, as I
>> had worked as a staff writer for many years, but later became an outsider
>> during the 'corporate shift'. When I saw the hat's tag said "Made in
>> China." I sent it back with a note that I would not wear it, and they
>> should not send things like this to EAA members like Pietenpol builder
>> Roger White.
>>
>> There are some good photos of Brodhead and Oshkosh 201o at this link:
>>
>> http://www.flycorvair.com/osh2010.html
>>
>> About half way down you can see Roger's picture, and he is wearing a hat
>> with a Combat infantryman's Badge. Something he earned at great cost,
>> fighting Chinese in Korea. In my note to HQ I explained that Roger may be
>> subjected to China products at Walmart, because it is a corporation, but
>> the EAA is allegedly a membership association, not driven by profit, and
>> we can have US made hats for men like Roger.
>>
>> If you would like to know how to go from being on the EAA publications
>> masthead for four years to being persona non grata, easy: All you have to
>> do is write a stream of stories like this one, which points out how much
>> of the US light aviation industry is already owned by the Chinese:
>>
>> http://flycorvair.net/2013/07/23/communist-chinese-government-at-oshkosh/
>>
>> When the message is "These are our new friends," Writing stories about
>> the EAA's president getting caught by 60 minutes with a fake engineering
>> degree, makes one a pariah. I wrote the story below after the C-162
>> failed, pointing out that the EAA president Jack Pelton, Mr. fake degree,
>> was the guy who plotted exporting the project to China. The story was
>> widely circulated, and yes, I even heard from the EAA's person who runs
>> the 'China Pavilion' at Oshkosh, explaining how much better things would
>> be I just saw it their way. Sadly, they are not really worried about me
>> starting a revolt, as they know only 10-15% of the membership cares about
>> "Made in USA."
>>
>> http://flycorvair.net/2013/10/23/cessnas-chinese-adventure-a-failure/
>>
>> -----------------------------------------
>>
>> Michael, I assume that your gas price was a typo, because gas was $1.56
>> in 1999, it has not been $.56 since well before you were born. I am 51
>> years old, and I have a strong feeling about keeping aviation affordable
>> to working Americans like you. At it's very root, this was the driving
>> force behind BHP life's work. He started this in the depression, when it
>> was a lot harder, and I don't intend to drop the ball on my watch. We are
>> not a country of spectators.
>>
>>> From the story above:
>>
>> "So, who will make Americas light planes? You will, the
>> working American, just as you have always done. In 1946 Cessna went
>> from war production to making 30 C-120s and C-140s a day, without
>> any issue at
>> all. The greedy corporate scum like Pelton had 6 years to tool up and
>> they
>> couldnt hardly make 30 aircraft per year in China. The only important
>> difference is that the Cessna ownership in 1946 respected their workforce
>> of
>> Americans, and 60 years later Pelton had all his faith in the best $2/hr
>> Chinese
>> workers he could buy. Moving forward, it is clear that Cessna has now
>> abandoned
>> the affordable aircraft market. This makes no difference to any
>> homebuilder.
>> In 1946, Cessna was something of a partner to American labor in producing
>> that
>> generation of affordable American aircraft. Today, they have proven to
>> be a
>> worthless element. Each of us, developing our own craftsmanship, will
>> work in
>> our own one plane factory and produce our own aircraft. This is how
>> American
>> labor will build this generation of affordable aircraft. We dont need
>> cheap
>> labor in China, we dont need greedy CEOs and we dont need any
>> membership
>> organization that is headed by a person who fails to understand this.-ww.
>>
>> --------------------------------------------
>>
>> Michael, when I was 32, I had just spent 5 years and my $70K life savings
>> Embry-Riddle, had a 3.85 GPA, and he highest paying job in aviation I
>> could find was $10/hr. My personal wealth was limited to my Piet project,
>> 1,500 pounds of books and tools, a rusty 1967 Corvair, what I knew, and a
>> handful of friends. From there I made progress, but I also made a series
>> of foolish decisions that slowed my rate of climb, and one on 7/14/01
>> that came pretty close to costing my life. It is a safe assumption you
>> are smarter than me, and trust me, no matter how bad things seem
>> economically, you can build your plane. You loose only when you quit.
>> Find other people who motivate you and focus of their positive
>> perspective.
>>
>> You can see in the photos below that we live on a little airport, but we
>> live pretty frugally. I have long known that I am happy when I am
>> dreaming of and working on a project. Material goods beyond tools don't
>> keep me happy. every decision I made to put my craft first, to invest in
>> myself instead of consumer goods, was a step toward building, flying and
>> happiness.
>>
>> If you read anything I write this year, make it the last 5 paragraphs of
>> the story below:
>>
>> http://flycorvair.net/2013/09/09/sunday-a-long-day-at-the-airport/
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=420461#420461
>
>
> ________________________________
>
> 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
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Lorenzo,
Consider this idea: Most local EAA chapters have some bucks stored up, but the
rarely can agree on what to spend it on. Here is something to propose to your
local chapter: Have them buy a set of scales.
The easy thing about it is that both guys with certified planes and guys with experimentals
can borrow them. You can rent them to non chapter members for $40
a day. A good set of electronic car scales like the ones we used on the project
start at about $1,000. They are well worth it.
Scales by companies like Longacre are accurate within their full range to a pound
or so. More importantly, they are consistent. Bathroom scales are poor, any
work done on them does not count. Grain scales work, but they are tall, and three
of them costs more than a good electronic set. You can work with one scale,
but it is a pain. 350 lbs is too low, because you want to be able to weigh
the plane with people and fuel in it also to calculate the true location of these
loads.
When you get the Data from Doc Mosher, review it and find the plane we weighed
that best compares to your project, ie long fuse, A-65 and I will be glad to assist
you in fine tuning the data to match your project. If you are going to Brodhead
we will sit down over a cup of coffee and get out a calculator and crunch
it for you. Even without weighing it, I am pretty sure we have enough data
to hit your CG target within 1/2". I stink at many things in life, can't sing
nor dance, I can be a conversational bore, and I got a D in differential equations...twice.
But I am an idiot-savant at CG stuff. I will be glad to help anyone
out on this, not just Corvair guys. -ww.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420497#420497
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: 4130 tubing laying around |
Will -
I know your area of expertise is the Corvair, but I have been trying to get detailed
information on building up an 85/O200 experimental engine with very little
luck. I have a couple or three 85 cases, two or 3 85 cranks and cams, as well
as a couple of boxes of various engine parts, but no cylinders. I have built
a certified O200 in the past and 3 different Lycomings, so am familiar with
engine building. But have struck out so far in obtaining a desired parts list
for building the engine. I know there are some guys on here that have experience
with similar engines so would appreciate some input as to getting started.
When the weather warms up a bit in the next week or so, first step is to do
a detailed inventory of the parts I have in my "stash". But some input as to
putting together a "desirable" parts list for the engine build would be appreciated.
The first airplane, a Light Sport Bearhawk, will be for a customer
that is only comfortable with the Continental engine..the next will be for myself
and I'll be attending a Corvair College.
M. Haught
On Mar 17, 2014, at 10:40 AM, William Wynne wrote:
>
> Douwe,
>
> A number of sucssful builders I know are now interested in efficient land based
stuff. After building a plane, everything we drive seems to be battleship heavy
and barn door aerodynamic.
>
> My side kick Vern Stevenson built the three wheeler pictured in the link below.
It is half 3 cylinder Geo metro and half a Lancair 320 fuselage I had in the
rafters. He graphed them together in my hangar. In Florida the trike is considered
a motorcycle, and is exempt from any kind of inspection or insurance. The
trike actually has a small steel tube structure in it attaching the unit body
driveline end to the composite cockpit and tail cone. Vern has driven it 11,000
miles in the last year, averages 60mpg. Not bad for being made of 'trash.'
He brings it to most Colleges, he lets people drive it if they like. You can
google his name for more internet pictures.
>
> http://flycorvair.net/2013/06/02/fun-with-agkistrodon-piscivorus-and-verns-aero-trike/
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=420464#420464
>
>
>
>
>
>
>
>
>
>
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Welcome to Corvair Colleges |
Hi John - I wish I was that quick. Woodwork on the flying surfaces is done. Fuselage
is on the gear and I'm getting ready to do the engine installation. Hope
to be covering by this summer, flying in '15, Brodhead in '16. We'll miss
'15 because it's a cardinal anniversary which won't include Brodhead (though
Brodhead was our honeymoon).
You, of course, were one of the "other factors" in getting the engine done in one
weekend, for which I am eternally grateful! I'll have Shelley give you a big
hug when we see you at C37 in a few months. I'd do it but you'll like it better
from her.
--------
Kevin "Axel" Purtee
Rebuilding NX899KP
Austin/San Marcos, TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420499#420499
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: 4130 tubing laying around |
One of several sources online:
http://www.aeronca.com/manuals/Continental_C75_C87_Instruction_and_Service_
Manual.pdf
Sections 13-16, pages 53-83 are several parts lists.
I think that this Instruction and Service Manual can be purchased from
Aircraft Spruce, but you'd have to check their catalog. I am almost
certain the one we used for our C75/85 reassembly/overhaul was bought from
Spruce, but I'm older now and those brain cells are apparently vacationing
somewhere.
HTH,
Jeff
--
Jeffrey H. Boatright, PhD, FARVO
Associate Professor of Ophthalmology
Emory University School of Medicine
On 3/17/14 5:02 PM, "H. Marvin Haught" <handainc@madisoncounty.net> wrote:
><handainc@madisoncounty.net>
>
>Will -
>
>I know your area of expertise is the Corvair, but I have been trying to
>get detailed information on building up an 85/O200 experimental engine
>with very little luck. I have a couple or three 85 cases, two or 3 85
>cranks and cams, as well as a couple of boxes of various engine parts,
>but no cylinders. I have built a certified O200 in the past and 3
>different Lycomings, so am familiar with engine building. But have struck
>out so far in obtaining a desired parts list for building the engine. I
>know there are some guys on here that have experience with similar
>engines so would appreciate some input as to getting started. When the
>weather warms up a bit in the next week or so, first step is to do a
>detailed inventory of the parts I have in my "stash". But some input as
>to putting together a "desirable" parts list for the engine build would
>be appreciated. The first airplane, a Light Sport Bearhawk, will be for
>a customer that is only comfortable with the Continental engine!
> ..the next will be for myself and I'll be attending a Corvair College.
>
>M. Haught
>
>
>On Mar 17, 2014, at 10:40 AM, William Wynne wrote:
>
>><WilliamTCA@aol.com>
>>
>> Douwe,
>>
>> A number of sucssful builders I know are now interested in efficient
>>land based stuff. After building a plane, everything we drive seems to
>>be battleship heavy and barn door aerodynamic.
>>
>> My side kick Vern Stevenson built the three wheeler pictured in the
>>link below. It is half 3 cylinder Geo metro and half a Lancair 320
>>fuselage I had in the rafters. He graphed them together in my hangar. In
>>Florida the trike is considered a motorcycle, and is exempt from any
>>kind of inspection or insurance. The trike actually has a small steel
>>tube structure in it attaching the unit body driveline end to the
>>composite cockpit and tail cone. Vern has driven it 11,000 miles in the
>>last year, averages 60mpg. Not bad for being made of 'trash.' He brings
>>it to most Colleges, he lets people drive it if they like. You can
>>google his name for more internet pictures.
>>
>>
>>http://flycorvair.net/2013/06/02/fun-with-agkistrodon-piscivorus-and-vern
>>s-aero-trike/
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=420464#420464
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________
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 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: 4130 tubing laying around |
I have the standard parts and service manuals for the C75/85 and for the
O200. I have all the confidence in the world in building up a straight
C75/85 or O200 using standard parts. What I am wanting to do is build
up an engine with the 85 Case and using O200 cylinders and whatever
combination of parts that will give me the greatest power as well as
reliability. I would love to talk to someone that has done this an pick
their brain as to a parts list. From what I understand, the
experimental version of this engine (I also understand that there is an
STC for using O200 cylinders on an 85 Case) puts out around 110 to 115
HP. I know Bob Barrows builds them for sale, but I doubt he would be
willing to provide me with his parts list and secrets so that I can
build my own engine.
M. Haught
On 3/17/2014 4:31 PM, Boatright, Jeffrey wrote:
>
> One of several sources online:
>
> http://www.aeronca.com/manuals/Continental_C75_C87_Instruction_and_Service_
> Manual.pdf
>
> Sections 13-16, pages 53-83 are several parts lists.
>
> I think that this Instruction and Service Manual can be purchased from
> Aircraft Spruce, but you'd have to check their catalog. I am almost
> certain the one we used for our C75/85 reassembly/overhaul was bought from
> Spruce, but I'm older now and those brain cells are apparently vacationing
> somewhere.
>
> HTH,
>
> Jeff
>
>
> --
>
> Jeffrey H. Boatright, PhD, FARVO
> Associate Professor of Ophthalmology
> Emory University School of Medicine
>
>
> On 3/17/14 5:02 PM, "H. Marvin Haught" <handainc@madisoncounty.net> wrote:
>
>> <handainc@madisoncounty.net>
>>
>> Will -
>>
>> I know your area of expertise is the Corvair, but I have been trying to
>> get detailed information on building up an 85/O200 experimental engine
>> with very little luck. I have a couple or three 85 cases, two or 3 85
>> cranks and cams, as well as a couple of boxes of various engine parts,
>> but no cylinders. I have built a certified O200 in the past and 3
>> different Lycomings, so am familiar with engine building. But have struck
>> out so far in obtaining a desired parts list for building the engine. I
>> know there are some guys on here that have experience with similar
>> engines so would appreciate some input as to getting started. When the
>> weather warms up a bit in the next week or so, first step is to do a
>> detailed inventory of the parts I have in my "stash". But some input as
>> to putting together a "desirable" parts list for the engine build would
>> be appreciated. The first airplane, a Light Sport Bearhawk, will be for
>> a customer that is only comfortable with the Continental engine!
>> ..the next will be for myself and I'll be attending a Corvair College.
>>
>> M. Haught
>>
>>
>> On Mar 17, 2014, at 10:40 AM, William Wynne wrote:
>>
>>> <WilliamTCA@aol.com>
>>>
>>> Douwe,
>>>
>>> A number of sucssful builders I know are now interested in efficient
>>> land based stuff. After building a plane, everything we drive seems to
>>> be battleship heavy and barn door aerodynamic.
>>>
>>> My side kick Vern Stevenson built the three wheeler pictured in the
>>> link below. It is half 3 cylinder Geo metro and half a Lancair 320
>>> fuselage I had in the rafters. He graphed them together in my hangar. In
>>> Florida the trike is considered a motorcycle, and is exempt from any
>>> kind of inspection or insurance. The trike actually has a small steel
>>> tube structure in it attaching the unit body driveline end to the
>>> composite cockpit and tail cone. Vern has driven it 11,000 miles in the
>>> last year, averages 60mpg. Not bad for being made of 'trash.' He brings
>>> it to most Colleges, he lets people drive it if they like. You can
>>> google his name for more internet pictures.
>>>
>>>
>>> http://flycorvair.net/2013/06/02/fun-with-agkistrodon-piscivorus-and-vern
>>> s-aero-trike/
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=420464#420464
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
> ________________________________
>
> 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
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: 4130 tubing laying around |
Ah, now I get it.
Have you asked Harry Fenton? He may provide some insight:
http://www.bowersflybaby.com/tech/fenton.htm
harry@bowersflybaby.com
HTH,
Jeff
--
Jeffrey H. Boatright, PhD, FARVO
Associate Professor of Ophthalmology
Emory University School of Medicine
On 3/17/14 5:43 PM, "H. Marvin Haught Jr. " <handainc@madisoncounty.net>
wrote:
><handainc@madisoncounty.net>
>
>I have the standard parts and service manuals for the C75/85 and for the
>O200. I have all the confidence in the world in building up a straight
>C75/85 or O200 using standard parts. What I am wanting to do is build
>up an engine with the 85 Case and using O200 cylinders and whatever
>combination of parts that will give me the greatest power as well as
>reliability. I would love to talk to someone that has done this an pick
>their brain as to a parts list. From what I understand, the
>experimental version of this engine (I also understand that there is an
>STC for using O200 cylinders on an 85 Case) puts out around 110 to 115
>HP. I know Bob Barrows builds them for sale, but I doubt he would be
>willing to provide me with his parts list and secrets so that I can
>build my own engine.
>
>M. Haught
>
>
>On 3/17/2014 4:31 PM, Boatright, Jeffrey wrote:
>><jeffboatright@emory.edu>
>>
>> One of several sources online:
>>
>>
>>http://www.aeronca.com/manuals/Continental_C75_C87_Instruction_and_Servic
>>e_
>> Manual.pdf
>>
>> Sections 13-16, pages 53-83 are several parts lists.
>>
>> I think that this Instruction and Service Manual can be purchased from
>> Aircraft Spruce, but you'd have to check their catalog. I am almost
>> certain the one we used for our C75/85 reassembly/overhaul was bought
>>from
>> Spruce, but I'm older now and those brain cells are apparently
>>vacationing
>> somewhere.
>>
>> HTH,
>>
>> Jeff
>>
>>
>> --
>>
>> Jeffrey H. Boatright, PhD, FARVO
>> Associate Professor of Ophthalmology
>> Emory University School of Medicine
>>
>>
>>
>>
>> On 3/17/14 5:02 PM, "H. Marvin Haught" <handainc@madisoncounty.net>
>>wrote:
>>
>>> <handainc@madisoncounty.net>
>>>
>>> Will -
>>>
>>> I know your area of expertise is the Corvair, but I have been trying to
>>> get detailed information on building up an 85/O200 experimental engine
>>> with very little luck. I have a couple or three 85 cases, two or 3 85
>>> cranks and cams, as well as a couple of boxes of various engine parts,
>>> but no cylinders. I have built a certified O200 in the past and 3
>>> different Lycomings, so am familiar with engine building. But have
>>>struck
>>> out so far in obtaining a desired parts list for building the engine.
>>>I
>>> know there are some guys on here that have experience with similar
>>> engines so would appreciate some input as to getting started. When the
>>> weather warms up a bit in the next week or so, first step is to do a
>>> detailed inventory of the parts I have in my "stash". But some input
>>>as
>>> to putting together a "desirable" parts list for the engine build would
>>> be appreciated. The first airplane, a Light Sport Bearhawk, will be
>>>for
>>> a customer that is only comfortable with the Continental engine!
>>> ..the next will be for myself and I'll be attending a Corvair College.
>>>
>>> M. Haught
>>>
>>>
>>> On Mar 17, 2014, at 10:40 AM, William Wynne wrote:
>>>
>>>> <WilliamTCA@aol.com>
>>>>
>>>> Douwe,
>>>>
>>>> A number of sucssful builders I know are now interested in efficient
>>>> land based stuff. After building a plane, everything we drive seems to
>>>> be battleship heavy and barn door aerodynamic.
>>>>
>>>> My side kick Vern Stevenson built the three wheeler pictured in the
>>>> link below. It is half 3 cylinder Geo metro and half a Lancair 320
>>>> fuselage I had in the rafters. He graphed them together in my hangar.
>>>>In
>>>> Florida the trike is considered a motorcycle, and is exempt from any
>>>> kind of inspection or insurance. The trike actually has a small steel
>>>> tube structure in it attaching the unit body driveline end to the
>>>> composite cockpit and tail cone. Vern has driven it 11,000 miles in
>>>>the
>>>> last year, averages 60mpg. Not bad for being made of 'trash.' He
>>>>brings
>>>> it to most Colleges, he lets people drive it if they like. You can
>>>> google his name for more internet pictures.
>>>>
>>>>
>>>>
>>>>http://flycorvair.net/2013/06/02/fun-with-agkistrodon-piscivorus-and-ve
>>>>rn
>>>> s-aero-trike/
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=420464#420464
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>> ________________________________
>>
>> 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 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Welcome to Corvair Colleges |
I'm going to risk being called senile and inappropriate for bringing this up yet
again, but seeing Jon Apfelbaum's name reminds me that he is one of those people
who is rarely heard from on this list but who is deserving of recognition
for many things. He and Kevin have something in common besides airplane building,
too... true heroism. You can read about Jon's actions here:
http://castlerocknewspress.net/stories/Parker-doctor-rushed-in-after-Reno-air-crash,95427
You can read about Kevin's actions here:
http://www.stripes.com/military-life/kevin-purtee-allen-crist-not-again-not-if-we-could-help-it-1.92790
Oh, yeah, and I should also mention that Jon is a world-class photographer as well.
Here are some of his photos from Blakesburg:
http://www.antiqueairfield.com/articles/show/1680-fly-in-2013-photos-by-jonathan-apfelbaum
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420502#420502
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
My EAA chapter has one set. It is $25 to rent the scales and the rental
comes with the club member who brings them to your hangar, and he makes
sure you know what you are doing. He is well worth the
rental cost. then he helps put the scales up in the box the correct way.
Great Deal.
STeve D
On Mon, Mar 17, 2014 at 3:51 PM, William Wynne <WilliamTCA@aol.com> wrote:
>
> Lorenzo,
>
> Consider this idea: Most local EAA chapters have some bucks stored up, but
> the rarely can agree on what to spend it on. Here is something to propose
> to your local chapter: Have them buy a set of scales.
>
> The easy thing about it is that both guys with certified planes and guys
> with experimentals can borrow them. You can rent them to non chapter
> members for $40 a day. A good set of electronic car scales like the ones we
> used on the project start at about $1,000. They are well worth it.
>
> Scales by companies like Longacre are accurate within their full range to
> a pound or so. More importantly, they are consistent. Bathroom scales are
> poor, any work done on them does not count. Grain scales work, but they are
> tall, and three of them costs more than a good electronic set. You can work
> with one scale, but it is a pain. 350 lbs is too low, because you want to
> be able to weigh the plane with people and fuel in it also to calculate the
> true location of these loads.
>
> When you get the Data from Doc Mosher, review it and find the plane we
> weighed that best compares to your project, ie long fuse, A-65 and I will
> be glad to assist you in fine tuning the data to match your project. If you
> are going to Brodhead we will sit down over a cup of coffee and get out a
> calculator and crunch it for you. Even without weighing it, I am pretty
> sure we have enough data to hit your CG target within 1/2". I stink at many
> things in life, can't sing nor dance, I can be a conversational bore, and I
> got a D in differential equations...twice. But I am an idiot-savant at CG
> stuff. I will be glad to help anyone out on this, not just Corvair guys.
> -ww.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=420497#420497
>
>
--
Blue Skies,
Steve D
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Marvin Haught---try Harry Fenton's Web site on Small Continental |
Engines
Marv, There is a wealth of knowledge here that should help you with your
engine build.
Mike C. , Ohio
http://www.bowersflybaby.com/tech/fenton.htm
Harry Fenton's Hints and Tips for Small Continental Engines
* Swapping Parts between Continental Engine Models (Usually done to g
et more power)
o A-65 Parts in a C-85 Case<http://www.bowersflybaby.com/tech/fenton.
htm>
o C-85 conversions using O-200 parts<http://www.bowersflybaby.com/tec
h/fenton.htm>
* O-200 Crankshaft in a C-85<http://www.bowersflybaby.com/tech/fenton
.htm>
* More on the O-200 Crankshaft<http://www.bowersflybaby.com/tech/fent
on.htm>
o A65 conversions using O-200 parts<http://www.bowersflybaby.com/tech
/fenton.htm>
o STC'ing C85 Pistons in an O-200<http://www.bowersflybaby.com/tech/f
enton.htm>
* Cylinder Head Longevity Question<http://www.bowersflybaby.com/tech/
fenton.htm>
o C85 Pistons in a C-90<http://www.bowersflybaby.com/tech/fenton.htm>
o See also the Continental A&C Series Parts Interchangeability Catalo
g<http://www.bowersflybaby.com/tech/Continental%20Parts%20Catalogue.doc>.
o Cylinder interchangeability<http://www.bowersflybaby.com/tech/fento
n.htm>
o Swapping Rods<http://www.bowersflybaby.com/tech/fenton.htm>
o C85 pistons into an O-200<http://www.bowersflybaby.com/tech/fenton.
htm>
* Another Article<http://www.bowersflybaby.com/tech/fenton.htm>
o O-200 to C90 Conversion<http://www.bowersflybaby.com/tech/fenton.ht
m>
o Adjusting Timing for More Power<http://www.bowersflybaby.com/tech/f
enton.htm>
o Continental GPU Parts<http://www.bowersflybaby.com/tech/fenton.htm>
o Generator to Alternator Swap (O-200)<http://www.bowersflybaby.com/t
ech/fenton.htm>
o C-75 "Downconversion" to A-65<http://www.bowersflybaby.com/tech/fen
ton.htm>
o A65 Upgrade to 85 HP<http://www.bowersflybaby.com/tech/fenton.htm>
o Telling the A65 and C-85 Cases Apart<http://www.bowersflybaby.com/t
ech/fenton.htm>
o C-85 "Downconversion" to a C-75<http://www.bowersflybaby.com/tech/f
enton.htm>
o C-85 parts in A65 case, plus details on case reinforcement<http://w
ww.bowersflybaby.com/tech/fenton.htm>
o C-90 Camshaft replacement<http://www.bowersflybaby.com/tech/fenton.
htm>
o Turning a box of A65 and A75 parts into 80 HP<http://www.bowersflyb
aby.com/tech/fenton.htm>
o More Horsepower from a C90<http://www.bowersflybaby.com/tech/fenton
.htm>
o Modifed C-75 with O-200 Parts Vibrating a Low RPM<http://www.bowers
flybaby.com/tech/fenton.htm>
o Converting from Fuel Injection to Carburetor<http://www.bowersflyba
by.com/tech/fenton.htm>
o O-200 Cylinders on a C85<http://www.bowersflybaby.com/tech/fenton.h
tm>
o Telling Continental Engines Apar<http://www.bowersflybaby.com/tech/
fenton.htm>t
* C90 or C85?<http://www.bowersflybaby.com/tech/fenton.htm>
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | R&D into inexpensive components |
Builders,
I am a member of a design team that spends a chunk of time every year working on
an important design exercise in light planes. It doesn't look anything like
a Pietenpol, but it may very well yield some spin off components and ideas that
will be useful to Piet guys on a budget. If people are interested, I was going
to bring some of this stuff to Brodhead and Oshkosh as show and tell.
The design parameters the four of us work on are misleadingly simple, but we invest
a lot of time to try to come up not with a basic configuration to meet them
on paper (anyone can do that), but we are working on every little element,
down to the carb and throttle linkage, every nut and bolt and hour of construction
time accounted for. The mission looks like this:
1) 100% LSA legal.
2) $10,000 total budget, including plane, engine, tools, instrumentation
3) 1,000 hour build time, (does not include reading or learning, just work)
4) Plane is safe for any competent C-150 pilot to solo, with no further training.
5) Plane lives outside, tied down, without significant degrading of airframe.
6) Plane can climb at 750 fpm on a standard day with 250 pound pilot and 4 hours
of fuel.
7) Plane can fly 100 hours in a year for an operations budget of $2,500, including
fuel oil, tie down.
----------------------------------
This is a lot harder to do than it looks at a glance. We are not speaking of what
one world class scrounger/master builder can do, we are speaking of regular
guys working on their first plane, buying the stuff from available sources. Many
Piets could make #1,2, 6, and 7, but they could not get 4 and 5, and probably
not 3 either.
The plane's layout as it exists today is a fluid concept, because a number of configurations
can meet the requirement, but to get into the budget, the details
all have to be worked out. Here is an example of testing to find a $159 carb,
new, off the shelf:
http://flycorvair.net/2012/05/05/in-search-of-the-economical-carburetor/
The design plane now is an ugly single-seat tri-gear, Corvair powered plane made
out of sheet metal. I would much rather have a Pietenpol. I am not sure we will
ever build the design plane, and we don't actually have to for the exercise
to pay real benefits in testing and spin off ideas.
Here is one that may interest some Pietenpol guys: Wheels and tires. You can't
meet a $10K budget if you are going to donate 12% of it to Cleveland and McCreary
just for wheels and tires. One of the things our design uses are 4.80 x 8"
trailer wheels and tires. Think I am kidding? Wonder if it would work? Look at
these 2002 photos of our test mule, a Skycoupe, that flew on these for years.
The last photo shows the tires pretty well. The plane had highly effective mechanical
band brakes:
http://flycorvair.net/2012/02/27/2700cc-skycoupe-2002-photos/
Hubs for trailers are ridiculously heavy cast steel, but it is very easy and cheap
to make lightweight replacements from steel tubing and a disk hogged out in
a minute by a Hi-Def. Plasma cutter. Wheels, tires, hubs, bearings and brakes,
now looking like $200. This size trailer tire is the same height as a 6x6,
has less drag, might be unbreakable on a plane, and is only 2 pounds heavier.
It is also available for thirty nine bucks, 24/7 from an aircraft supply store
with 4,000 local outlets called Wal-mart.
Looking for a slightly bigger one? The 4.80 x 12" is 21" tall and weighs only 17
lbs per wheel and tire, which are worth $49 brand new. At a guess, it probably
has less drag than a spoke wheel 26" tall, it certainly does with a disc cover.
They are plenty strong even in side loads. (think fishtailing 2,000 pound
utility trailer at 55 mph) Again, not for everyone, but a number of these ideas
in a single basic plane can make a difference.
The most simple flying Piet, even if it is not aesthetically pure, or record light,
provides more satisfaction than any masterpiece that is over budget and years
behind schedule, sitting in a garage, that will fly "someday." We flew the
Skycoupe and its trailer tires to many airshows. in the second incarnation we
even had a turbo on it. Practical people loved it. The 1 of 500 who made a negative
critical remark was treated to me getting "100% NJ" on him, and loudly
asking in front of everyone for him to show us all his own plane, which invariably
didn't exist, and then share with him T.R.'s quote on critics.
There are many places to apply ideas like this to a Piet build. I read last years
notes on how to make 3 pane windshields and frames. You guys who made them
and shared the ideas deserve kudos, they look great. Would you like another idea
that takes less time? Anyone with a cad program or a sheet of cardboard can
knock out a flat plate pattern. This can be traced onto a 1/8" sheet of cast
sheet of lexan, and fed straight into a sheet metal brake. If you want a cool
looking frame, tape it off and paint it directly on the sheet. If you want the
'riveted' look, drill 1/8 holes and glue in short rivets and paint over them.
I didn't bother to do either of these on my Piet, I just made the lexan parts
in 30 minutes, and spent about two hours making little bottom frames. I meant
to dress them up, but once flying I left them plain for a year. There is a photo
here:
http://flycorvair.net/2013/12/19/pietenpol-fuel-lines-and-cabanes/
I am not the right guy to ask if the question is "How pretty can it be made?" but
I am often a good person to ask if the question is "Is there a faster/less
expensive/ airworthy way of doing this?" -ww.
--------------------------------------------------------
It is not the critic who counts; not the man who points out how the strong man
stumbles, or where the doer of deeds could have done them better. The credit belongs
to the man who is actually in the arena, whose face is marred by dust and
sweat and blood; who strives valiantly; who errs, who comes short again and
again, because there is no effort without error and shortcoming; but who does
actually strive to do the deeds; who knows great enthusiasms, the great devotions;
who spends himself in a worthy cause; who at the best knows in the end the
triumph of high achievement, and who at the worst, if he fails, at least fails
while daring greatly, so that his place shall never be with those cold and
timid souls who neither know victory nor defeat. T.R. Paris France, 1910.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420508#420508
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Marvin Haught---try Harry Fenton's Web site on Small |
Continental Engines
Oh man, Mike! That was the stuff for which I have been looking! I've
spent hours on Google, but just never did hit the right search
combinations. Thanks - this will be a BIG help! Now I can get started
on the education curve!
M. Haught
On Mar 17, 2014, at 7:08 PM, Cuy, Michael D. (GRC-RXD0)[Vantage
Partners, LLC] wrote:
> Marv, There is a wealth of knowledge here that should help you with
your engine build.
> Mike C. , Ohio
> http://www.bowersflybaby.com/tech/fenton.htm
> Harry Fenton's Hints and Tips for Small Continental Engines
> Swapping Parts between Continental Engine Models (Usually done to get
more power)
> A-65 Parts in a C-85 Case
> C-85 conversions using O-200 parts
> O-200 Crankshaft in a C-85
> More on the O-200 Crankshaft
> A65 conversions using O-200 parts
> STC'ing C85 Pistons in an O-200
> Cylinder Head Longevity Question
> C85 Pistons in a C-90
> See also the Continental A&C Series Parts Interchangeability Catalog.
> Cylinder interchangeability
> Swapping Rods
> C85 pistons into an O-200
> Another Article
> O-200 to C90 Conversion
> Adjusting Timing for More Power
> Continental GPU Parts
> Generator to Alternator Swap (O-200)
> C-75 "Downconversion" to A-65
> A65 Upgrade to 85 HP
> Telling the A65 and C-85 Cases Apart
> C-85 "Downconversion" to a C-75
> C-85 parts in A65 case, plus details on case reinforcement
> C-90 Camshaft replacement
> Turning a box of A65 and A75 parts into 80 HP
> More Horsepower from a C90
> Modifed C-75 with O-200 Parts Vibrating a Low RPM
> Converting from Fuel Injection to Carburetor
> O-200 Cylinders on a C85
> Telling Continental Engines Apart
> C90 or C85?
>
>
>
>
>
>
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Welcome to Corvair Colleges |
All good ;)
Just was wondering how things were going :)
My wife will be on leave form the Navy, and we should make Brodhead (look f
or the bright yellow glastar taildragger) :)
See y'all there
Cheers
Jon
-----Original Message-----
From: kevinpurtee <kevin.purtee@us.army.mil>
Sent: Mon, Mar 17, 2014 3:29 pm
Subject: Pietenpol-List: Re: Welcome to Corvair Colleges
il>
Hi John - I wish I was that quick. Woodwork on the flying surfaces is done
.
Fuselage is on the gear and I'm getting ready to do the engine installation
.
Hope to be covering by this summer, flying in '15, Brodhead in '16. We'll
miss
'15 because it's a cardinal anniversary which won't include Brodhead (thoug
h
Brodhead was our honeymoon).
You, of course, were one of the "other factors" in getting the engine done
in
one weekend, for which I am eternally grateful! I'll have Shelley give you
a
big hug when we see you at C37 in a few months. I'd do it but you'll like
it
better from her.
--------
Kevin "Axel" Purtee
Rebuilding NX899KP
Austin/San Marcos, TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420499#420499
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Airspeed indicator |
How tight should the fitting that screws into the airspeed indicator be?
--
Blue Skies,
Steve D
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Airspeed indicator |
consider checking your 43-13-1B for torque values
jim
On Monday, March 17, 2014 8:55 PM, Steven Dortch <steven.d.dortch@gmail.com> wrote:
How tight should the fitting that screws into the airspeed indicator be?
--
Blue Skies,
Steve D
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Airspeed indicator |
Jim, I cannot find my copy. Uncle Tony talks all around it. (I now know how
to calibrate airspeed by lengthening or moving the pitot.) But I cannot
find my AC 43-13-1B. My wife just rolled her eyes when I asked her.
I am reasonably sure the torque is between finger tight and two 180 pound
men on the end of a 3 foot cheater bar.
Blue Skies.
Steve D
On Mon, Mar 17, 2014 at 9:11 PM, jim hyde <jnl96@yahoo.com> wrote:
> consider checking your 43-13-1B for torque values
>
> jim
>
>
> On Monday, March 17, 2014 8:55 PM, Steven Dortch <
> steven.d.dortch@gmail.com> wrote:
> How tight should the fitting that screws into the airspeed indicator be?
>
> --
> Blue Skies,
> Steve D
>
>
> *
>
>
> *
>
>
--
Blue Skies,
Steve D
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Airspeed indicator |
I get the same eye roll here everyday especially when cxed checks come in from
aircraft spruce and wicks.. the ac 43 13 1b is on line at faa.gov for free.. I
hate e books but free is free and no eye roll:-)
jim
On Monday, March 17, 2014 9:37 PM, Steven Dortch <steven.d.dortch@gmail.com> wrote:
Jim, I cannot find my copy. Uncle Tony talks all around it. (I now know how to
calibrate airspeed by lengthening or moving the pitot.) But I cannot find my AC
43-13-1B. My wife just rolled her eyes when I asked her.
I am reasonably sure the torque is between finger tight and two 180 pound men on
the end of a 3 foot cheater bar.
Blue Skies.
Steve D
On Mon, Mar 17, 2014 at 9:11 PM, jim hyde <jnl96@yahoo.com> wrote:
consider checking your 43-13-1B for torque values
>
>
>jim
>
>
>On Monday, March 17, 2014 8:55 PM, Steven Dortch <steven.d.dortch@gmail.com> wrote:
>
>How tight should the fitting that screws into the airspeed indicator be?
>
>
>--
>
>Blue Skies,
>Steve D
>
>
>
>" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
--
Blue Skies,
Steve D
Message 36
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Magneto switch wiring |
Mario;
Attached are some photos that might help. At the magneto, I grounded the braided
wire shield and then I used a rubber boot to cover the P-lead lug. At the
ignition switch, I connected the P-lead wires from the magnetos to the Right and
Left magneto connections and ran a ground wire from my common ground reference
lug (a stud on the metallic firewall) to the Ground connection on my ignition
switch.
I have a flexible braided grounding strap from the engine block to the ground reference
lug on the firewall, too.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420521#420521
Attachments:
http://forums.matronics.com//files/ignswitch_708.jpg
http://forums.matronics.com//files/magwire_596.jpg
Message 37
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Airspeed indicator |
Agree about free is free and not liking reading shop books as ebooks, but a
t least the free version at faa.gov has high-quality illustrations. My much
abused copy in the hangar can no longer make that claim=85
BTW, I was able to find the table for generic torque values based on bolt/t
hread size, but that's for steel. Would those hold true for the materials u
sed for airspeed indicator hardware? I am not sure. Being lazy physically a
nd mentally, I just hand-tightened mine (7 years and many hours ago), but t
hen, my nickname at the field is "Captain Torque". I break things worse th
an Baby Hughey.
--
Jeffrey H. Boatright, PhD, FARVO
Associate Professor of Ophthalmology
Emory University School of Medicine
From: jim hyde <jnl96@yahoo.com<mailto:jnl96@yahoo.com>>
>" <pietenpol-list@matronics.com<mailto:pietenpol-list@matronics.com>>
etenpol-list@matronics.com<mailto:pietenpol-list@matronics.com>>
Subject: Re: Pietenpol-List: Airspeed indicator
I get the same eye roll here everyday especially when cxed checks come in f
rom aircraft spruce and wicks.. the ac 43 13 1b is on line at faa.gov for f
ree.. I hate e books but free is free and no eye roll:-)
jim
On Monday, March 17, 2014 9:37 PM, Steven Dortch <steven.d.dortch@gmail.com
<mailto:steven.d.dortch@gmail.com>> wrote:
Jim, I cannot find my copy. Uncle Tony talks all around it. (I now know how
to calibrate airspeed by lengthening or moving the pitot.) But I cannot fi
nd my AC 43-13-1B. My wife just rolled her eyes when I asked her.
I am reasonably sure the torque is between finger tight and two 180 pound m
en on the end of a 3 foot cheater bar.
Blue Skies.
Steve D
On Mon, Mar 17, 2014 at 9:11 PM, jim hyde <jnl96@yahoo.com<mailto:jnl96@yah
oo.com>> wrote:
consider checking your 43-13-1B for torque values
jim
On Monday, March 17, 2014 8:55 PM, Steven Dortch <steven.d.dortch@gmail.com
<mailto:steven.d.dortch@gmail.com>> wrote:
How tight should the fitting that screws into the airspeed indicator be?
--
Blue Skies,
Steve D
" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
--
Blue Skies,
Steve D
________________________________
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 38
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Airspeed indicator |
So let's think about the application. Air stagnation (ram air) pressure at 160
MPH is about a half a psi. Screw the fitting in enough to hold back that amount
of pressure ;o)
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420525#420525
Message 39
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Marvin Haught---try Harry Fenton's Web site on Small |
Contine
ON April 23 at 7:00pm the EAA is having a websimenar. One of them is Mr.Fenton
discussing small Continental Engines. If there is an opening left you might be
able to sign up. I bet someone at EAA could help you get signed up.
--------
Building steel fuselage aircamper.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420529#420529
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|