Today's Message Index:
----------------------
1. 05:02 AM - Re: Tailwind cockpit width (Rich Ellis)
2. 08:25 AM - 0-290 to 0-320 (Bob Conner)
3. 01:10 PM - Baraboo makes Aero-News Network (Luc H.)
4. 07:44 PM - Baraboo (Fred Weaver)
5. 08:21 PM - Re: 0-290 to 0-320 (Fred Weaver)
Message 1
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| Subject: | Re: Tailwind cockpit width |
--> Tailwind-List message posted by: Rich Ellis <rjrellis@yahoo.com>
Mike ...... 40 inches is standard, but builders have
been known to increase, if needed. rich
--- Mike Mueller <mueller38@adelphia.net> wrote:
> --> Tailwind-List message posted by: "Mike Mueller"
> <mueller38@adelphia.net>
>
> Hi,
>
> Does anybody happen to know the width of the
> Tailwind cockpit?
>
> Thank you,
>
> Mike
>
>
>
>
>
> Contributions
> any other
> Forums.
>
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=====
Richard L. Ellis, M.D.
Gundersen Lutheran Health System
Co-Director
Norma J. Vinger Center for Breast Care
1900 South Avenue
La Crosse, WI 54601
800.362.9567, ext. 52102
rjrellis@yahoo.com
__________________________________
http://promotions.yahoo.com/new_mail
Message 2
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--> Tailwind-List message posted by: "Bob Conner" <bdconner@hotmail.com>
I've come across an airboat guy in Fla. that is supposed to be able to make a 0-290
use 0-320 cylinders. I haven't got to talk to him yet, just playing phone
tag with answereing machines, so don't know what he charges or any particulars
yet. So what I was wondering if any of you real engine guru's have any opinions
on doing something like that. Parts are so expensive for the 0-290 compared
to a 0-320 I'm going to have to do something in future and would like to get
head start. I've been thinking about the rotary engine and Jerry has steered
mein the direction I should go for that, but if I could make this old thing a
320 there would be a lot less work and engineering involved. So any advice would
be greatly appreciated.................Bob 149
Message 3
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| Subject: | Baraboo makes Aero-News Network |
Fly-Ins, Big and Small
AirVenture Isn't The Only Wisconsin Fly-In This Week
By ANN Contributor Christopher Armstrong
Consider it a warm-up, a chance to visit an intimate gathering of pilots and enthusiasts
before heading on to Oshkosh. Although AirVenture 2004 is the big event
of the week here in cheese country, both the Tailwind and Brodhead fly-ins
are held each year the weekend before Oshkosh. Together, they provide a remarkable
contrast between your neighborhood aviation event and the biggest air show
in the world.
More than 20 Steve Wittman-designed aircraft were expected at the Baraboo airport
Tailwind fly-in. By Saturday night, 15 were already on the field. That evening,
more then 30 people had arrived. Many of the attendees knew each other from
previous fly-ins, from reading each others emails and from reading articles
in the Tailwind Times, a paper mail-out that's now becoming an online newsletter.
Even before the Internet conversion is finished, there are 300 subscribers
to the traditional newsletter.
That's one of the things you notice about smaller events like Baraboo. They're
big enough to satisfy your eye candy addiction, but small enough so you don't
feel lost in the crowd. Instead of people rushing about like ants (sorry, Klyde),
there's time for talk - stories that last more than five seconds.
The finished airplanes included Tailwinds, a Buttercup replica and a one-of-a-kind
custom four-place Tailwind derivative. A nearly completed Tailwind project
on display in a hangar at Baraboo was the focal point for talks on building,
customization and flying. The group of about 30 people headed to a local restaurant
for dinner and more building and flying stories. A more formal banquet was
planned for Sunday evening.
The gathering at Brodhead was significantly larger, with several hundred people
arriving on Friday and Saturday in more then 50 planes of all types. They included
more than 20 Pientenpol Air Campers/Scouts. Many of the attendees camped
at the airport overnight in tents under the wings of their planes or beside their
cars or campers.
Several of the hangers at Brodhead are veritable aircraft museums, packed with
planes, engines and parts from the 1920's on. A red hanger with PIETENPOL painted
over the door contained three finished planes and two projects under construction.
Spruce spars were being routed to size along one wall, ribs were being
trimmed to size in a corner, and a wooden fuselage for an Air Camper was being
laid out on a work table in the back. Every shelf contained antique engines,
props, and airplane components. A completed Demoiselle replica was hanging from
the ceiling over the other planes and projects.
The heart of these "type fly-ins" is getting to know the people who share an interest
in one particular type of aircraft. At the Tailwind gathering a family
had driven up from Texas towing their camper, stopping to learn about Tailwinds
from builders. A grandfather from Michigan shared details of his Tailwind project
with a Mazda Rotary engine installation. A builder who had developed cowling,
spinner and instrument panel molds had samples of carbon fiber parts that
he had available for sale for builders to examine.
At Brodhead, William Wynne gave a forum on using the Corvair engine in Pietenpols
or other airplanes. His Corvair-powered Zenair 601XL flew up from Florida.
A trucker from Mississippi drove in to study Air Campers to see if it was the
right project for him. Around every plane there were discussions about some aircraft
component, a great flying story being told, or a construction secret being
reveled. Three planes seemed to be flying the pattern constantly with no two
quite the same. They were all very interesting antiques and homebuilts powered
by engines as diverse as the Ford model-A, radials, Aeronca v-twins and 6
cylinder Corvairs, so no two planes even sounded the same.
Many of the attendees at both these fly-ins stopped in on their way to Airventure.
The world's biggest fly-in, with 750,000 visitors and over 10,000 aircraft,
is different from the small ones primarily in the amazing variety of planes
and activities available. The vendors who are there to take advantage of the huge
concentration of aviation consumers. Starting at the south end of the flight
line, you have the ultralight and light planes flying out of a grass runway.
Moving north you next come to the vintage antique and classics planes, followed
by the Theater in the Woods where nightly entertainment is available and awards
are presented.
With so much to see, do and buy at AirVenture, it would be easy to overlook all
the small gatherings of builders and flyers around individual planes. They share
flying stories, building and restoring tips, and point out the unique features
of thousands of airplanes. Once you get under the wing of a plane, and start
talking to somebody from a thousand miles away, Oshkosh and the smaller fly-ins
can be hard to tell apart.
http://www.aero-news.net/
Message 4
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OK...... here I am....sitting in a hotel room in Pierre, South Dakota... It's
becoming obvious that I "have" to sign up to yahoo since "too many people"
seem to have an aversion to the "list"....
Lots to tell the gang about Oshkosh and Baraboo. Baraboo was wonderful but all
I did was work on my plane. Only gave a couple of rides... Lot's more to say
about this.... Sorry Rich Wells..... but Danny got your ride. Hope he has something
to say about it...... Jim C was a trooper...let me use his tools and
stuff to fix my plane and change the oil... Don't ask me about the oil I drained.
Didn't spill a drop.
Weather permitting, I will be home on Friday afternoon....
Weav
----- Original Message -----
From: Luc H.
To: tailwind-list@matronics.com
Sent: Thursday, July 29, 2004 1:08 PM
Subject: Tailwind-List: Baraboo makes Aero-News Network
Fly-Ins, Big and Small
AirVenture Isn't The Only Wisconsin Fly-In This Week
By ANN Contributor Christopher Armstrong
Consider it a warm-up, a chance to visit an intimate gathering of pilots and
enthusiasts before heading on to Oshkosh. Although AirVenture 2004 is the big
event of the week here in cheese country, both the Tailwind and Brodhead fly-ins
are held each year the weekend before Oshkosh. Together, they provide a remarkable
contrast between your neighborhood aviation event and the biggest air
show in the world.
More than 20 Steve Wittman-designed aircraft were expected at the Baraboo airport
Tailwind fly-in. By Saturday night, 15 were already on the field. That evening,
more then 30 people had arrived. Many of the attendees knew each other
from previous fly-ins, from reading each others emails and from reading articles
in the Tailwind Times, a paper mail-out that's now becoming an online newsletter.
Even before the Internet conversion is finished, there are 300 subscribers
to the traditional newsletter.
That's one of the things you notice about smaller events like Baraboo. They're
big enough to satisfy your eye candy addiction, but small enough so you don't
feel lost in the crowd. Instead of people rushing about like ants (sorry, Klyde),
there's time for talk - stories that last more than five seconds.
The finished airplanes included Tailwinds, a Buttercup replica and a one-of-a-kind
custom four-place Tailwind derivative. A nearly completed Tailwind project
on display in a hangar at Baraboo was the focal point for talks on building,
customization and flying. The group of about 30 people headed to a local restaurant
for dinner and more building and flying stories. A more formal banquet
was planned for Sunday evening.
The gathering at Brodhead was significantly larger, with several hundred people
arriving on Friday and Saturday in more then 50 planes of all types. They included
more than 20 Pientenpol Air Campers/Scouts. Many of the attendees camped
at the airport overnight in tents under the wings of their planes or beside
their cars or campers.
Several of the hangers at Brodhead are veritable aircraft museums, packed with
planes, engines and parts from the 1920's on. A red hanger with PIETENPOL painted
over the door contained three finished planes and two projects under construction.
Spruce spars were being routed to size along one wall, ribs were being
trimmed to size in a corner, and a wooden fuselage for an Air Camper was being
laid out on a work table in the back. Every shelf contained antique engines,
props, and airplane components. A completed Demoiselle replica was hanging
from the ceiling over the other planes and projects.
The heart of these "type fly-ins" is getting to know the people who share an
interest in one particular type of aircraft. At the Tailwind gathering a family
had driven up from Texas towing their camper, stopping to learn about Tailwinds
from builders. A grandfather from Michigan shared details of his Tailwind
project with a Mazda Rotary engine installation. A builder who had developed cowling,
spinner and instrument panel molds had samples of carbon fiber parts that
he had available for sale for builders to examine.
At Brodhead, William Wynne gave a forum on using the Corvair engine in Pietenpols
or other airplanes. His Corvair-powered Zenair 601XL flew up from Florida.
A trucker from Mississippi drove in to study Air Campers to see if it was the
right project for him. Around every plane there were discussions about some
aircraft component, a great flying story being told, or a construction secret
being reveled. Three planes seemed to be flying the pattern constantly with no
two quite the same. They were all very interesting antiques and homebuilts powered
by engines as diverse as the Ford model-A, radials, Aeronca v-twins and
6 cylinder Corvairs, so no two planes even sounded the same.
Many of the attendees at both these fly-ins stopped in on their way to Airventure.
The world's biggest fly-in, with 750,000 visitors and over 10,000 aircraft,
is different from the small ones primarily in the amazing variety of planes
and activities available. The vendors who are there to take advantage of the
huge concentration of aviation consumers. Starting at the south end of the flight
line, you have the ultralight and light planes flying out of a grass runway.
Moving north you next come to the vintage antique and classics planes, followed
by the Theater in the Woods where nightly entertainment is available and
awards are presented.
With so much to see, do and buy at AirVenture, it would be easy to overlook all
the small gatherings of builders and flyers around individual planes. They
share flying stories, building and restoring tips, and point out the unique features
of thousands of airplanes. Once you get under the wing of a plane, and
start talking to somebody from a thousand miles away, Oshkosh and the smaller
fly-ins can be hard to tell apart.
http://www.aero-news.net/
Message 5
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| Subject: | Re: 0-290 to 0-320 |
Bob..........Don't even go there! All the sleeze bags seem to come from Florida.
Not saying everyone from Florida is a Sleezo but.....dont' get involved in
that deal. Write to me offline.... An 0-320 is the right answer but there are
parts available for the 0-290 that may be favorable.
Lots of luck...... Don't think a Mazda is the answer yet....
Weav
Sorry Jer....
----- Original Message -----
From: Bob Conner
To: tailwind-list@matronics.com ; Tailwindforum@yahoogroups.com
Sent: Thursday, July 29, 2004 8:21 AM
Subject: Tailwind-List: 0-290 to 0-320
--> Tailwind-List message posted by: "Bob Conner"
I've come across an airboat guy in Fla. that is supposed to be able to make a
0-290 use 0-320 cylinders. I haven't got to talk to him yet, just playing phone
tag with answereing machines, so don't know what he charges or any particulars
yet. So what I was wondering if any of you real engine guru's have any opinions
on doing something like that. Parts are so expensive for the 0-290 compared
to a 0-320 I'm going to have to do something in future and would like to get
head start. I've been thinking about the rotary engine and Jerry has steered
me in the direction I should go for that, but if I could make this old thing
a 320 there would be a lot less work and engineering involved. So any advice
would be greatly appreciated.................Bob 149
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