Original Posted By: nle97(at)juno.com
Continental made 65, 70, 75, 85, 90, and 100 hp engines, all basicallyalike. The 85 hp and up usually had electrical systems.>I've decided to build an AirCamper and I want to be able to use a >Continental >engine. Can anyone tell me where I should first start looking for >Continental engines. I looked up the Teledyne Continental web page >but there >was nothing on the specific engines that they manufacture. I know >they >manufactured a 65 hp but did they also make an 85 hp? If anyone has >built an >AirCamper with this engine, can you give me some advice as to where to >get >started, cost, problems, etc.? >>Thank You,>Jacob__________________________________________________________________________________________
Pietenpol-List: Continental engines
Pietenpol-List: Continental engines
Original Posted By: TXTdragger(at)aol.com
I've decided to build an AirCamper and I want to be able to use a Continental engine. Can anyone tell me where I should first start looking for Continental engines. I looked up the Teledyne Continental web page but there was nothing on the specific engines that they manufacture. I know they manufactured a 65 hp but did they also make an 85 hp? If anyone has built an AirCamper with this engine, can you give me some advice as to where to get started, cost, problems, etc.? Thank You,Jacob________________________________________________________________________________
I've decided to build an AirCamper and I want to be able to use a Continental engine. Can anyone tell me where I should first start looking for Continental engines. I looked up the Teledyne Continental web page but there was nothing on the specific engines that they manufacture. I know they manufactured a 65 hp but did they also make an 85 hp? If anyone has built an AirCamper with this engine, can you give me some advice as to where to get started, cost, problems, etc.? Thank You,Jacob________________________________________________________________________________
Pietenpol-List: Re: Continental engines
Original Posted By: Keith Hodge
Jacob,I just recieved my plans for the air camper and I too am planning on using a continental. Coencidentally, Telledyne Continentals' factory is right accross the bay from me. (15 min) I know the guy who worked up the design for voyager engines. I will call them and ask. I think they still do more actual overhauls than new engines anyway.Sincerely,Allen Smith________________________________________________________________________________
Jacob,I just recieved my plans for the air camper and I too am planning on using a continental. Coencidentally, Telledyne Continentals' factory is right accross the bay from me. (15 min) I know the guy who worked up the design for voyager engines. I will call them and ask. I think they still do more actual overhauls than new engines anyway.Sincerely,Allen Smith________________________________________________________________________________
Pietenpol-List: Re: Continental engines
Original Posted By: TXTdragger(at)aol.com
Try http://www.wingsonline.com/engprt.html for that Continental Engine. Ihave a 65 which is fine. The 85 and 90 are good too.Copinfo(at)ix.Netcom.ComTim CunninghamDes Moines, Iowa (515) 237-1510>I've decided to build an AirCamper and I want to be able to use aContinental>engine. Can anyone tell me where I should first start looking for>Continental engines________________________________________________________________________________
Try http://www.wingsonline.com/engprt.html for that Continental Engine. Ihave a 65 which is fine. The 85 and 90 are good too.Copinfo(at)ix.Netcom.ComTim CunninghamDes Moines, Iowa (515) 237-1510>I've decided to build an AirCamper and I want to be able to use aContinental>engine. Can anyone tell me where I should first start looking for>Continental engines________________________________________________________________________________
Pietenpol-List: re: Re: Continental engines
Original Posted By: dean dayton
I'm working on an aircamper with a 2 inch wider fuselage based upon the longer fuselage plans. A continental engine will be used, but I decided to buy an A-65 crankcase to facilitate engine mount fit-up without going too deep into the finances. My goal is to get as much done on the airplane before commiting to the actual engine. I paid $100.00 for the crankcase. I don't think that is too much money for a "firewall forward construction jig". I can still make all the engine noises I want while getting a little stick time on the sawhorses. By the way, I may get thrown out of church for widening the fuselage 2 inches, but what a difference in interior space. Big boys want to fly Piets too! ________________________________________________________________________________
I'm working on an aircamper with a 2 inch wider fuselage based upon the longer fuselage plans. A continental engine will be used, but I decided to buy an A-65 crankcase to facilitate engine mount fit-up without going too deep into the finances. My goal is to get as much done on the airplane before commiting to the actual engine. I paid $100.00 for the crankcase. I don't think that is too much money for a "firewall forward construction jig". I can still make all the engine noises I want while getting a little stick time on the sawhorses. By the way, I may get thrown out of church for widening the fuselage 2 inches, but what a difference in interior space. Big boys want to fly Piets too! ________________________________________________________________________________
> re: Re: Continental engines
Original Posted By: coxrod(at)WellsFargo.COM
I agree, I watched the program twice because I laughed so hard the firsttime. I hope I don't step on any toes, but that guy was no more anamatuer airplane builder than I am an astronaut. I would reccomend the show for entertainment only and there are someinteresting parts towards the end when they show the "Fisher Aircraft" kit factory. In fact it looked to me like the guys at Fisher Aircraftdid most of the building while the supposed star of the show did somenarrations occasionally interupted by threats to the camera man and vainattempts at drama. Not what I would call a construction detail nortechnique orientated program.............but good for a laugh or two. Cj-----Original Message-----Date: Mon, 16 Aug 1999 13:36:39 -0600I think there would be a lot of interest in this modification if you wouldlike to post more details... Several of the larger folk at Brodhead askedabout doing something similar.Steve EldredgeIT ServicesBrigham Young University> -----Original Message-----> jshutic(at)nordson.com> Sent: Monday, August 16, 1999 12:26 PM> To: Pietenpol Discussion> Subject: re: Re: Continental engines>>> I'm working on an aircamper with a 2 inch wider fuselage> based upon the> longer fuselage plans. A continental engine will be used, but> I decided to> buy an A-65 crankcase to facilitate engine mount fit-up> without going too> deep into the finances. My goal is to get as much done on the> airplane before> commiting to the actual engine. I paid $100.00 for the> crankcase. I don't> think that is too much money for a "firewall forward> construction jig". I can> still make all the engine noises I want while getting a> little stick time on> the sawhorses. By the way, I may get thrown out of church for> widening the> fuselage 2 inches, but what a difference in interior space.> Big boys want to> fly Piets too!>________________________________________________________________________________
I agree, I watched the program twice because I laughed so hard the firsttime. I hope I don't step on any toes, but that guy was no more anamatuer airplane builder than I am an astronaut. I would reccomend the show for entertainment only and there are someinteresting parts towards the end when they show the "Fisher Aircraft" kit factory. In fact it looked to me like the guys at Fisher Aircraftdid most of the building while the supposed star of the show did somenarrations occasionally interupted by threats to the camera man and vainattempts at drama. Not what I would call a construction detail nortechnique orientated program.............but good for a laugh or two. Cj-----Original Message-----Date: Mon, 16 Aug 1999 13:36:39 -0600I think there would be a lot of interest in this modification if you wouldlike to post more details... Several of the larger folk at Brodhead askedabout doing something similar.Steve EldredgeIT ServicesBrigham Young University> -----Original Message-----> jshutic(at)nordson.com> Sent: Monday, August 16, 1999 12:26 PM> To: Pietenpol Discussion> Subject: re: Re: Continental engines>>> I'm working on an aircamper with a 2 inch wider fuselage> based upon the> longer fuselage plans. A continental engine will be used, but> I decided to> buy an A-65 crankcase to facilitate engine mount fit-up> without going too> deep into the finances. My goal is to get as much done on the> airplane before> commiting to the actual engine. I paid $100.00 for the> crankcase. I don't> think that is too much money for a "firewall forward> construction jig". I can> still make all the engine noises I want while getting a> little stick time on> the sawhorses. By the way, I may get thrown out of church for> widening the> fuselage 2 inches, but what a difference in interior space.> Big boys want to> fly Piets too!>________________________________________________________________________________
Pietenpol-List: re: RE: Re: Continental engines
Original Posted By: tim moosey
Steve, some additional details are offered concerning my "wide-body" Aircamper. First of all, much thanks to Mike Cuy who let me look over his project a few months before his first flight. It provided more than enough inspiration. The decision to widen the fuselage by 2 inches was based upon my dimensional challenges in the front seat of a J-3 Cub. My knees are up high enough to interfere with the left to right travel of the stick. The upward sloping floor is also to blame, but a full size mock-up of the Piet's forward fuselage confirmed the voluminous (pun) benefits of the wider configuration. In the spirit of experimenting, I decided to procede. I consider this a concurrent engineering modification as any aspect of the airframe associated with width or span is impacted by the 2 inch increase. I have not increased the cross-sectional area of any fuselage cross members. I am using aircraft grade spruce with Finish Birch metric aircraft plywood for the entire airframe. The spruce is lighter than the Douglas Fir, and the birch plywood is heavier than the mahogany plywood, but oh the strength! I purchase the birch plywood from Harbor Sales in Baltimore, Maryland. It is manufactured in Finland to German Lloyds Standard-2 (gl-2). The stuff is like sheet metal in stiffness and tensile strength. Although it is metric, the thickness variations are 1.5 mm 3 ply vs. 1/16", 3.0 mm 6ply vs. 1/8" and 6.0mm 12 ply vs. 1/4". And every veneer is birch, rather than poplar core veneers like U.S. birch plywood. The consistency of the veneer layers (.020") and the maroon colored glue used in the manufacturing process make scarfing a real pleasure, with the glue lines aiding by way of contrast to the birch. Downsides? Sure. Panel sizes are limited to 50"x 50" (more scarf joints), cost and weight. But I really enjoy the working properties of the material. Europe has a long history of wooden aircraft constuction, both powered light planes and sailplanes that routinely employed such plywoods. At this point my fuselage is built, instrument panels and seats installed, numerous details ongoing with seatbelt anchors, control system considerations etc. But hey! I have a front seat thats two inches wider. The back seat could qualify as a parsons bench or church pew and the fuel tank volume has increased by 10% (estimate). Bottom line, lot's more to figure out but I dont regret the decision. A little controversy in closing. My rudder post is 3 1/2 inches wide. The vertical stabilizer is being built integral to the fuselage (reference Fly-Baby, Piel Emeraude etc) in order to provide enhanced roll over protection, also allowing for a single integral elevator horn by way of a one piece elevator spar. No elevator cables or horns are carried outside the airframe. This configuration also permits a tailwheel spring fulcrum point right at the bottom of the vertical stabilizer spar. Although the tailplanes are fuller as they posses symetrical foils, they still retain the Piet's profiles (Reference the tailplane construction of the Issac Fury II). The challenge is to keep the tail light. Also, the wing will have frise type ailerons in order to address the gap seal issue while limiting adverse yaw. Hardly a traditional Piet, but an enjoyable project all the same. ________________________________________________________________________________
Steve, some additional details are offered concerning my "wide-body" Aircamper. First of all, much thanks to Mike Cuy who let me look over his project a few months before his first flight. It provided more than enough inspiration. The decision to widen the fuselage by 2 inches was based upon my dimensional challenges in the front seat of a J-3 Cub. My knees are up high enough to interfere with the left to right travel of the stick. The upward sloping floor is also to blame, but a full size mock-up of the Piet's forward fuselage confirmed the voluminous (pun) benefits of the wider configuration. In the spirit of experimenting, I decided to procede. I consider this a concurrent engineering modification as any aspect of the airframe associated with width or span is impacted by the 2 inch increase. I have not increased the cross-sectional area of any fuselage cross members. I am using aircraft grade spruce with Finish Birch metric aircraft plywood for the entire airframe. The spruce is lighter than the Douglas Fir, and the birch plywood is heavier than the mahogany plywood, but oh the strength! I purchase the birch plywood from Harbor Sales in Baltimore, Maryland. It is manufactured in Finland to German Lloyds Standard-2 (gl-2). The stuff is like sheet metal in stiffness and tensile strength. Although it is metric, the thickness variations are 1.5 mm 3 ply vs. 1/16", 3.0 mm 6ply vs. 1/8" and 6.0mm 12 ply vs. 1/4". And every veneer is birch, rather than poplar core veneers like U.S. birch plywood. The consistency of the veneer layers (.020") and the maroon colored glue used in the manufacturing process make scarfing a real pleasure, with the glue lines aiding by way of contrast to the birch. Downsides? Sure. Panel sizes are limited to 50"x 50" (more scarf joints), cost and weight. But I really enjoy the working properties of the material. Europe has a long history of wooden aircraft constuction, both powered light planes and sailplanes that routinely employed such plywoods. At this point my fuselage is built, instrument panels and seats installed, numerous details ongoing with seatbelt anchors, control system considerations etc. But hey! I have a front seat thats two inches wider. The back seat could qualify as a parsons bench or church pew and the fuel tank volume has increased by 10% (estimate). Bottom line, lot's more to figure out but I dont regret the decision. A little controversy in closing. My rudder post is 3 1/2 inches wide. The vertical stabilizer is being built integral to the fuselage (reference Fly-Baby, Piel Emeraude etc) in order to provide enhanced roll over protection, also allowing for a single integral elevator horn by way of a one piece elevator spar. No elevator cables or horns are carried outside the airframe. This configuration also permits a tailwheel spring fulcrum point right at the bottom of the vertical stabilizer spar. Although the tailplanes are fuller as they posses symetrical foils, they still retain the Piet's profiles (Reference the tailplane construction of the Issac Fury II). The challenge is to keep the tail light. Also, the wing will have frise type ailerons in order to address the gap seal issue while limiting adverse yaw. Hardly a traditional Piet, but an enjoyable project all the same. ________________________________________________________________________________
Pietenpol-List: Re: Continental engines
Original Posted By: Ted Brousseau
Allen,Thank you for responding to my email. I am very interested in what you can find out. I too have just recieved my AirCamper plans today and have spent several hours studying them. Let me know what you can find out. Talk to you later.Sincerely,Jacob ________________________________________________________________________________
Allen,Thank you for responding to my email. I am very interested in what you can find out. I too have just recieved my AirCamper plans today and have spent several hours studying them. Let me know what you can find out. Talk to you later.Sincerely,Jacob ________________________________________________________________________________
Pietenpol-List: Re: Continental engines
Original Posted By: TJTREV(at)webtv.net (Theodore Trevorrow)
Thank youJacob________________________________________________________________________________
Thank youJacob________________________________________________________________________________
Pietenpol-List: Re: Continental engines
Original Posted By: "Marvin L. Stovall"
I believe Continental made an A-80 as well. At least that is what on my GN-1. The A-80also does not support an electrical starter.Mike KingGN-1Dallas, Texas >Continental made 65, 70, 75, 85, 90, and 100 hp engines, all basically>alike. The 85 hp and up usually had electrical systems.>>>I've decided to build an AirCamper and I want to be able to use a >>Continental >>engine. Can anyone tell me where I should first start looking for >>Continental engines. I looked up the Teledyne Continental web page >>but there >>was nothing on the specific engines that they manufacture. I know >>they >>manufactured a 65 hp but did they also make an 85 hp? If anyone has >>built an >>AirCamper with this engine, can you give me some advice as to where to >>get >>started, cost, problems, etc.? >>>>Thank You,>>Jacob>>>________________________________________________________________________________
I believe Continental made an A-80 as well. At least that is what on my GN-1. The A-80also does not support an electrical starter.Mike KingGN-1Dallas, Texas >Continental made 65, 70, 75, 85, 90, and 100 hp engines, all basically>alike. The 85 hp and up usually had electrical systems.>>>I've decided to build an AirCamper and I want to be able to use a >>Continental >>engine. Can anyone tell me where I should first start looking for >>Continental engines. I looked up the Teledyne Continental web page >>but there >>was nothing on the specific engines that they manufacture. I know >>they >>manufactured a 65 hp but did they also make an 85 hp? If anyone has >>built an >>AirCamper with this engine, can you give me some advice as to where to >>get >>started, cost, problems, etc.? >>>>Thank You,>>Jacob>>>________________________________________________________________________________
Pietenpol-List: Re: Continental engines
Original Posted By: oil can
Great Idea! People are now wider, taller and need creature comforts.Did you also add the door modification? The tradition, as I see it, is that B.P.tried many things to improve the parasol design and, if he was living now, wouldapplaud all the experimentation.As to Continentals w/o generator/alternators, have you guys seen the generatormounted within the landing gear and driven by a RC propeller? Trade a little dragto recharge the battery for your handheld or ??jshutic(at)nordson.com wrote:> Steve, some additional details are offered concerning my "wide-body"> Aircamper. First of all, much thanks to Mike Cuy who let me look over his> ...> Hardly a traditional Piet, but an enjoyable project all the same.________________________________________________________________________________
Great Idea! People are now wider, taller and need creature comforts.Did you also add the door modification? The tradition, as I see it, is that B.P.tried many things to improve the parasol design and, if he was living now, wouldapplaud all the experimentation.As to Continentals w/o generator/alternators, have you guys seen the generatormounted within the landing gear and driven by a RC propeller? Trade a little dragto recharge the battery for your handheld or ??jshutic(at)nordson.com wrote:> Steve, some additional details are offered concerning my "wide-body"> Aircamper. First of all, much thanks to Mike Cuy who let me look over his> ...> Hardly a traditional Piet, but an enjoyable project all the same.________________________________________________________________________________
Pietenpol-List: Re: Continental engines
Original Posted By: nle97(at)juno.com
Wind driven generators are as old as the hills-they were used in theFirst World War. I used to fly an Aeronca Champ with such a generator andit suppiled power diectly to the radio we were required to use. There wasno battery involved and to talk to the tower on the ground requiredrunning the engine up to 1500 RPM to get enough juice for the radio towork. We could not hear the tower when taxiing at lower RPMs.John Langstonwrites:>Great Idea! People are now wider, taller and need creature comforts.>Did you also add the door modification? The tradition, as I see it, is >that B. P.>tried many things to improve the parasol design and, if he was living >now, would>applaud all the experimentation.>>As to Continentals w/o generator/alternators, have you guys seen the >generator>mounted within the landing gear and driven by a RC propeller? Trade a >little drag>to recharge the battery for your handheld or ??>>jshutic(at)nordson.com wrote:>>> Steve, some additional details are offered concerning my >"wide-body">> Aircamper. First of all, much thanks to Mike Cuy who let me look >over his>> ...>> Hardly a traditional Piet, but an enjoyable project all the same.>>__________________________________________________________________________________________
Wind driven generators are as old as the hills-they were used in theFirst World War. I used to fly an Aeronca Champ with such a generator andit suppiled power diectly to the radio we were required to use. There wasno battery involved and to talk to the tower on the ground requiredrunning the engine up to 1500 RPM to get enough juice for the radio towork. We could not hear the tower when taxiing at lower RPMs.John Langstonwrites:>Great Idea! People are now wider, taller and need creature comforts.>Did you also add the door modification? The tradition, as I see it, is >that B. P.>tried many things to improve the parasol design and, if he was living >now, would>applaud all the experimentation.>>As to Continentals w/o generator/alternators, have you guys seen the >generator>mounted within the landing gear and driven by a RC propeller? Trade a >little drag>to recharge the battery for your handheld or ??>>jshutic(at)nordson.com wrote:>>> Steve, some additional details are offered concerning my >"wide-body">> Aircamper. First of all, much thanks to Mike Cuy who let me look >over his>> ...>> Hardly a traditional Piet, but an enjoyable project all the same.>>__________________________________________________________________________________________