Original Posted By: "Warren D. Shoun"
>If you are looking for a Corvair I might be able to help. I found as many asI wanted for about $50 each (in Michigan). Contact me if you need to be putin touch with CORSA; the national Corvair group.William________________________________________________________________________________
Pietenpol-List: Re: Engines
Pietenpol-List: Engines
Original Posted By: David Scott
I've been away from the list for a while and was wondering if anymore hasoccured with the Geo-metro conversion that was mentioned about a month ago?Also, (slightly off subject) has anyone ever installed some type of trimsystem in a Piet. I've never flown a homebuilt and was wondering what iswas like trying to maintain level flight.Thanks,Jim________________________________________________________________________________
I've been away from the list for a while and was wondering if anymore hasoccured with the Geo-metro conversion that was mentioned about a month ago?Also, (slightly off subject) has anyone ever installed some type of trimsystem in a Piet. I've never flown a homebuilt and was wondering what iswas like trying to maintain level flight.Thanks,Jim________________________________________________________________________________
Pietenpol-List: Re: Engines
Original Posted By: John Greenlee
I spent some time in the ultralight area at OshKosh and have watching thereduction drive system from "RAVEN" drives. They have very low amounts ofhours on them. I asked how many hours they have run one and they replied with'several hundred' and no experimentals flying with one. Last year they onlyhad one engine to show. This year they had five and an installation manualbinder.I feel it is a promising drive, but they are being rather proud and desire a$2000 price tag for the reduction drive. Being a design engineer and seeingwhat they have done, it is a little pricey for a non-proven, low hoursexperience system. They should be 'buying' some customers by giving some awayor give at a low price so that they gain some experience. They do not haveany knowledge on life expectancy as they have never run one, let aloneseveral, to failure to determine it.Complete 3-cylinder engine in tractor configuration package, less coolant,65hp weighs in at about 160 lbs, according to them.They have expanded to other options, also unproven. Turbocharger, 4 cylinder80hp, pusher configuration, and a sumpless oil for the 3-cylinder packagetargeted for the ultralight business. All in all, they have two versions ofthe drive with about 4 different configurations by differing the prop hubattachement and distributor mounting relocation.I almost bought their installation manual 3-ring binder, which they wereselling for $65 each (ouch) and did not. It shows they are taking someserious efforts to market their product, but still somewhat price sensitive.David Scottscott(at)haulpak.comWashington, ILjcmjones wrote:> I've been away from the list for a while and was wondering if anymore has> occured with the Geo-metro conversion that was mentioned about a month ago?> Also, (slightly off subject) has anyone ever installed some type of trim> system in a Piet. I've never flown a homebuilt and was wondering what is> was like trying to maintain level flight.>> Thanks,>> Jim--________________________________________________________________________________
I spent some time in the ultralight area at OshKosh and have watching thereduction drive system from "RAVEN" drives. They have very low amounts ofhours on them. I asked how many hours they have run one and they replied with'several hundred' and no experimentals flying with one. Last year they onlyhad one engine to show. This year they had five and an installation manualbinder.I feel it is a promising drive, but they are being rather proud and desire a$2000 price tag for the reduction drive. Being a design engineer and seeingwhat they have done, it is a little pricey for a non-proven, low hoursexperience system. They should be 'buying' some customers by giving some awayor give at a low price so that they gain some experience. They do not haveany knowledge on life expectancy as they have never run one, let aloneseveral, to failure to determine it.Complete 3-cylinder engine in tractor configuration package, less coolant,65hp weighs in at about 160 lbs, according to them.They have expanded to other options, also unproven. Turbocharger, 4 cylinder80hp, pusher configuration, and a sumpless oil for the 3-cylinder packagetargeted for the ultralight business. All in all, they have two versions ofthe drive with about 4 different configurations by differing the prop hubattachement and distributor mounting relocation.I almost bought their installation manual 3-ring binder, which they wereselling for $65 each (ouch) and did not. It shows they are taking someserious efforts to market their product, but still somewhat price sensitive.David Scottscott(at)haulpak.comWashington, ILjcmjones wrote:> I've been away from the list for a while and was wondering if anymore has> occured with the Geo-metro conversion that was mentioned about a month ago?> Also, (slightly off subject) has anyone ever installed some type of trim> system in a Piet. I've never flown a homebuilt and was wondering what is> was like trying to maintain level flight.>> Thanks,>> Jim--________________________________________________________________________________
Pietenpol-List: Engines
Original Posted By: Leonard Duncil
Subject: Pietenpol-List: Engines>Gentlemen,>>I have recently purchased some old engines that may interest you. I have>two 150 hp, inline, inverted, 4-cylinder, air-cooled Tiger engines. These>are in crates and supposedly rebuilt by the Spanish Air Force. They were>installed in the Spanish built Bucker Jungsters. I met a fellow at an>airshow this weekend with a beautiful Jungster and he says he is very>pleased with the engines performance and reliability. Others have the>opinion that they were not good engines.>>I also have a 5-cylinder Lawrence radial engine of 85 hp and a 2-cylinder>Lawrence of 37 hp. These were APU engines and have not yet been converted>as aircraft powerplants (I think). I haven't examined them closely. Allof>the parts seem to be in place--they are assembled. Supposedly thecylinders>of the two engines are interchangeable.>>I think that both of the Lawrence engines are about the right size forlight>planes such as the Sky Scout or Aircamer---or a Baby Ace etc. etc.>>For the inline 150 hp engines I thought about a Starduster Too--builtreally>light with the front cockpit covered most of the time. (The front cockpit>only used for skinny women.) With the slim inline cowling I can picture a>Golden Age racer-looking money pit.>>If anyone has any projects laying around that they are tired of looking at,>and would like to see them mated to one of these engines, lets talk. Maybe>we can team up and get something flying.>>Or, if anyone has info. on the engines, I would appreciate any advice.>>Wish I was at Oshkosh / Broadhead,>> Distribution Design Specialist> * Lucent Technologies, Inc.> *Tel: 404.814.6950> *Fax: 404.814.6968> * rbl1(at)lucent.com>>________________________________________________________________________________
Subject: Pietenpol-List: Engines>Gentlemen,>>I have recently purchased some old engines that may interest you. I have>two 150 hp, inline, inverted, 4-cylinder, air-cooled Tiger engines. These>are in crates and supposedly rebuilt by the Spanish Air Force. They were>installed in the Spanish built Bucker Jungsters. I met a fellow at an>airshow this weekend with a beautiful Jungster and he says he is very>pleased with the engines performance and reliability. Others have the>opinion that they were not good engines.>>I also have a 5-cylinder Lawrence radial engine of 85 hp and a 2-cylinder>Lawrence of 37 hp. These were APU engines and have not yet been converted>as aircraft powerplants (I think). I haven't examined them closely. Allof>the parts seem to be in place--they are assembled. Supposedly thecylinders>of the two engines are interchangeable.>>I think that both of the Lawrence engines are about the right size forlight>planes such as the Sky Scout or Aircamer---or a Baby Ace etc. etc.>>For the inline 150 hp engines I thought about a Starduster Too--builtreally>light with the front cockpit covered most of the time. (The front cockpit>only used for skinny women.) With the slim inline cowling I can picture a>Golden Age racer-looking money pit.>>If anyone has any projects laying around that they are tired of looking at,>and would like to see them mated to one of these engines, lets talk. Maybe>we can team up and get something flying.>>Or, if anyone has info. on the engines, I would appreciate any advice.>>Wish I was at Oshkosh / Broadhead,>> Distribution Design Specialist> * Lucent Technologies, Inc.> *Tel: 404.814.6950> *Fax: 404.814.6968> * rbl1(at)lucent.com>>________________________________________________________________________________
Pietenpol-List: Engines
Original Posted By: Duane
Subject: Pietenpol-List: Engines>Gentlemen,>>I have recently purchased some old engines that may interest you. I have>two 150 hp, inline, inverted, 4-cylinder, air-cooled Tiger engines. These>are in crates and supposedly rebuilt by the Spanish Air Force. They were>installed in the Spanish built Bucker Jungsters. I met a fellow at an>airshow this weekend with a beautiful Jungster and he says he is very>pleased with the engines performance and reliability. Others have the>opinion that they were not good engines.>>I also have a 5-cylinder Lawrence radial engine of 85 hp and a 2-cylinder>Lawrence of 37 hp. These were APU engines and have not yet been converted>as aircraft powerplants (I think). I haven't examined them closely. Allof>the parts seem to be in place--they are assembled. Supposedly thecylinders>of the two engines are interchangeable.>>I think that both of the Lawrence engines are about the right size forlight>planes such as the Sky Scout or Aircamer---or a Baby Ace etc. etc.>>For the inline 150 hp engines I thought about a Starduster Too--builtreally>light with the front cockpit covered most of the time. (The front cockpit>only used for skinny women.) With the slim inline cowling I can picture a>Golden Age racer-looking money pit.>>If anyone has any projects laying around that they are tired of looking at,>and would like to see them mated to one of these engines, lets talk. Maybe>we can team up and get something flying.>>Or, if anyone has info. on the engines, I would appreciate any advice.>>Wish I was at Oshkosh / Broadhead,>> Distribution Design Specialist> * Lucent Technologies, Inc.> *Tel: 404.814.6950> *Fax: 404.814.6968> * rbl1(at)lucent.com>________________________________________________________________________________
Subject: Pietenpol-List: Engines>Gentlemen,>>I have recently purchased some old engines that may interest you. I have>two 150 hp, inline, inverted, 4-cylinder, air-cooled Tiger engines. These>are in crates and supposedly rebuilt by the Spanish Air Force. They were>installed in the Spanish built Bucker Jungsters. I met a fellow at an>airshow this weekend with a beautiful Jungster and he says he is very>pleased with the engines performance and reliability. Others have the>opinion that they were not good engines.>>I also have a 5-cylinder Lawrence radial engine of 85 hp and a 2-cylinder>Lawrence of 37 hp. These were APU engines and have not yet been converted>as aircraft powerplants (I think). I haven't examined them closely. Allof>the parts seem to be in place--they are assembled. Supposedly thecylinders>of the two engines are interchangeable.>>I think that both of the Lawrence engines are about the right size forlight>planes such as the Sky Scout or Aircamer---or a Baby Ace etc. etc.>>For the inline 150 hp engines I thought about a Starduster Too--builtreally>light with the front cockpit covered most of the time. (The front cockpit>only used for skinny women.) With the slim inline cowling I can picture a>Golden Age racer-looking money pit.>>If anyone has any projects laying around that they are tired of looking at,>and would like to see them mated to one of these engines, lets talk. Maybe>we can team up and get something flying.>>Or, if anyone has info. on the engines, I would appreciate any advice.>>Wish I was at Oshkosh / Broadhead,>> Distribution Design Specialist> * Lucent Technologies, Inc.> *Tel: 404.814.6950> *Fax: 404.814.6968> * rbl1(at)lucent.com>________________________________________________________________________________
Pietenpol-List: Engines
Original Posted By: Ian Holland
Gentlemen,I have recently purchased some old engines that may interest you. I havetwo 150 hp, inline, inverted, 4-cylinder, air-cooled Tiger engines. Theseare in crates and supposedly rebuilt by the Spanish Air Force. They wereinstalled in the Spanish built Bucker Jungsters. I met a fellow at anairshow this weekend with a beautiful Jungster and he says he is verypleased with the engines performance and reliability. Others have theopinion that they were not good engines.I also have a 5-cylinder Lawrence radial engine of 85 hp and a 2-cylinderLawrence of 37 hp. These were APU engines and have not yet been convertedas aircraft powerplants (I think). I haven't examined them closely. All ofthe parts seem to be in place--they are assembled. Supposedly the cylindersof the two engines are interchangeable.I think that both of the Lawrence engines are about the right size for lightplanes such as the Sky Scout or Aircamer---or a Baby Ace etc. etc.For the inline 150 hp engines I thought about a Starduster Too--built reallylight with the front cockpit covered most of the time. (The front cockpitonly used for skinny women.) With the slim inline cowling I can picture aGolden Age racer-looking money pit. If anyone has any projects laying around that they are tired of looking at,and would like to see them mated to one of these engines, lets talk. Maybewe can team up and get something flying.Or, if anyone has info. on the engines, I would appreciate any advice.Wish I was at Oshkosh / Broadhead, Distribution Design Specialist * Lucent Technologies, Inc.________________________________________________________________________________
Gentlemen,I have recently purchased some old engines that may interest you. I havetwo 150 hp, inline, inverted, 4-cylinder, air-cooled Tiger engines. Theseare in crates and supposedly rebuilt by the Spanish Air Force. They wereinstalled in the Spanish built Bucker Jungsters. I met a fellow at anairshow this weekend with a beautiful Jungster and he says he is verypleased with the engines performance and reliability. Others have theopinion that they were not good engines.I also have a 5-cylinder Lawrence radial engine of 85 hp and a 2-cylinderLawrence of 37 hp. These were APU engines and have not yet been convertedas aircraft powerplants (I think). I haven't examined them closely. All ofthe parts seem to be in place--they are assembled. Supposedly the cylindersof the two engines are interchangeable.I think that both of the Lawrence engines are about the right size for lightplanes such as the Sky Scout or Aircamer---or a Baby Ace etc. etc.For the inline 150 hp engines I thought about a Starduster Too--built reallylight with the front cockpit covered most of the time. (The front cockpitonly used for skinny women.) With the slim inline cowling I can picture aGolden Age racer-looking money pit. If anyone has any projects laying around that they are tired of looking at,and would like to see them mated to one of these engines, lets talk. Maybewe can team up and get something flying.Or, if anyone has info. on the engines, I would appreciate any advice.Wish I was at Oshkosh / Broadhead, Distribution Design Specialist * Lucent Technologies, Inc.________________________________________________________________________________
Pietenpol-List: Re: Engines
Original Posted By: Lassetter, Russell B (Russell)
Russell, I would like to know more about those inline 4's. Left you avoicemail. I f you should see this emailbefore you get the voice please drop me a note at mecmikec(at)aol.com.Thanks,Mike-----Original Message-----
Russell, I would like to know more about those inline 4's. Left you avoicemail. I f you should see this emailbefore you get the voice please drop me a note at mecmikec(at)aol.com.Thanks,Mike-----Original Message-----
Pietenpol-List: Re: Engines
Original Posted By: Lassetter, Russell B (Russell)
Interesting engines. By Tiger engines do you mean that they are from DhTiger Moths? If so they are Gypsy Majors. What would you need for theLawrence 85 HP radial/ Where are you? Do you know of parts sources for otherold engines? I have a Mk11 Cirrus engine that needs some spares.John McNarry-----Original Message-----
Interesting engines. By Tiger engines do you mean that they are from DhTiger Moths? If so they are Gypsy Majors. What would you need for theLawrence 85 HP radial/ Where are you? Do you know of parts sources for otherold engines? I have a Mk11 Cirrus engine that needs some spares.John McNarry-----Original Message-----
Pietenpol-List: Engines
Original Posted By: Marias57(at)aol.com
Has anyone used a VW engine in a Sky Scout? I have seen one in a Pober Pixie which is about the same size. DG________________________________________________________________________________
Has anyone used a VW engine in a Sky Scout? I have seen one in a Pober Pixie which is about the same size. DG________________________________________________________________________________
Re: Pietenpol-List: Engines
Original Posted By: "Domenico Bellissimo"
Subject: Re: Pietenpol-List: Engines>>Soob is a nic-name for Subaru. The EA-81 is the model number for the>engine that was the mainstay of the Subaru fleet from the late 70's until>the EA-82 mosel in the late 80's. The EA-81 is a 1.8 liter, aluminum cased>water cooled, horizontally opposed (boxer style), pushrod, 8 valve engine>capable of 75-100 hp depending on the specific model. Some had turbo>chargers making them a little more powerful. There is also a smaller 1.6>liter version called the EA-71. The EA-82 was introduced with dual OHC and>produced more power again. Later the EJ-22 (2.2 l) and EJ-33 (3.3 l)were>introduced with more hp and electronic fuel injection, electronic>ignition, etc.>>These little engines are very reliable in Subarus and have been>successfully converted to aircraft use. They are to homebuilding what the>VW engine was in the 70's, an inexpensive alternative to a Cont or Lyc.>However, they really require a Prop Speed Reduction Unit (PSRU) to work>well.>>Several companies like NSI, Stratus, etc build turn-key Soob packages for>a number of kitplanes like the Kitfox and Avids.>>Hope this helps,>Ken>>On Thu, 13 Jan 2000, Rodger & Betty wrote:>>>>> Engine? Engine? What engine?>>>> Okay, just WHAT IS a soob ea-81 engine??? It has appeared in several>> lists and no one has questioned it so it seems it is not a typo-error.>> Got any ideas?>>>> All I come up with is; Sun Oh Oa Beach eeeaaa-81 (all said with a>> Swedish accent).>>>> Beats me, planes I'm familiar with, engines are another thing.>>>> Rodger>>>>>>>>>>>>Ken Beanlands B.Eng (Aerospace)>Calgary, Alberta, Canada>Christavia MK 1 C-GREN>>>________________________________________________________________________________
Subject: Re: Pietenpol-List: Engines>>Soob is a nic-name for Subaru. The EA-81 is the model number for the>engine that was the mainstay of the Subaru fleet from the late 70's until>the EA-82 mosel in the late 80's. The EA-81 is a 1.8 liter, aluminum cased>water cooled, horizontally opposed (boxer style), pushrod, 8 valve engine>capable of 75-100 hp depending on the specific model. Some had turbo>chargers making them a little more powerful. There is also a smaller 1.6>liter version called the EA-71. The EA-82 was introduced with dual OHC and>produced more power again. Later the EJ-22 (2.2 l) and EJ-33 (3.3 l)were>introduced with more hp and electronic fuel injection, electronic>ignition, etc.>>These little engines are very reliable in Subarus and have been>successfully converted to aircraft use. They are to homebuilding what the>VW engine was in the 70's, an inexpensive alternative to a Cont or Lyc.>However, they really require a Prop Speed Reduction Unit (PSRU) to work>well.>>Several companies like NSI, Stratus, etc build turn-key Soob packages for>a number of kitplanes like the Kitfox and Avids.>>Hope this helps,>Ken>>On Thu, 13 Jan 2000, Rodger & Betty wrote:>>>>> Engine? Engine? What engine?>>>> Okay, just WHAT IS a soob ea-81 engine??? It has appeared in several>> lists and no one has questioned it so it seems it is not a typo-error.>> Got any ideas?>>>> All I come up with is; Sun Oh Oa Beach eeeaaa-81 (all said with a>> Swedish accent).>>>> Beats me, planes I'm familiar with, engines are another thing.>>>> Rodger>>>>>>>>>>>>Ken Beanlands B.Eng (Aerospace)>Calgary, Alberta, Canada>Christavia MK 1 C-GREN>>>________________________________________________________________________________
Pietenpol-List: Engines
Original Posted By: Dan Exstrom
Re: Pietenpol-List: Engines
Original Posted By: Ken Beanlands
Re: Pietenpol-List: Engines
Original Posted By: Rodger & Betty
Re: Pietenpol-List: Engines
Original Posted By: Ken Beanlands
Ya might want to look at the EA-82...Its heavier (about 255+ installed) and has belt drive cams, but will doabout 65-70 hp direct drive @ 300-322 and most of the other homebuildersdont want them, beacause they are heavy and belt-drive cam!!!which means they are cheap ($125 for mine) and work just fine on the old"ford 'a'. 't'/ chevy 4 ect type planes.in fact, it will probably work better than an EA-81, because the weight iscloser (but still lighter) than the original motors.Mike-----Original Message-----
Ya might want to look at the EA-82...Its heavier (about 255+ installed) and has belt drive cams, but will doabout 65-70 hp direct drive @ 300-322 and most of the other homebuildersdont want them, beacause they are heavy and belt-drive cam!!!which means they are cheap ($125 for mine) and work just fine on the old"ford 'a'. 't'/ chevy 4 ect type planes.in fact, it will probably work better than an EA-81, because the weight iscloser (but still lighter) than the original motors.Mike-----Original Message-----
Re: Pietenpol-List: Pietenpol Center of Gravity Standards (?)
Original Posted By: Gary Gower
Subject: Re: Pietenpol-List: Pietenpol Center of Gravity Standards (?)>>Walt, your point about moving the wing is the way I thought about it also,>your really not moving the wing your moving the fuselage. I helped afriend>with his CG on a Piet some years ago and we had some problems dependable>calculating the effects of a move between wing and fuselage.> After lots of thought and chicken scratches on paper I realized that this>is not true. Only if the wing was lighter than air would this be the case.>Because the wing has weight it also applies pressure on the loading of the>lift surface(itself) and it produces the center of lift. If you look atthe>center of lift of the wing and then figure the moment(CG) of the wing,>different parts of the wing have different loads applied.(lbs. per square>inch) When we figure wing loading we calculate the average lb./in sq..not>the real loading at any given point. This is what CG effects and what the>builder wants is to have this moment of loading centered over the center of>lift. So in effect by moving the struts you effect the CG relative to the>center of lift but not exactly at the same ratio of effect as you would if>you placed a weight in the tail or nose at a given distance from the datum.>This is what in effect is happening with the 'moving datum' the datum is>really a reference to the center of lift. Which the leading edge of the>wing is good for. Because we are moving the relationship of the weight of>the fuselage to the wing it just makes it much more difficult to calculate>this distance because we need to know the exact moments end to end. Which>is why when I helped a friend do this to his plane we got different results>than expected. At the time we attributed it to the scales being non linear>but in fact it was the relationships of the different moments changing. So>we made small changes until we got the desired results.>>Or I'm completely nuts. You decide.>>This will come across as rambling and not make much sense I'm sure.>>Greg>>>>>Doc,>> Thanks for clearing alot of things up. This explains alot.>>There was only one paragraph that I think that you got backwards,,,>>>>""Anyone deciding to cant the cabane struts to move the wing aft must>accept>>the fact that the wing itself is a significant portion of the weight ofthe>>Piet, weighing something like 150 pounds. Even the weight of the steel>>wing struts moves aft. Moving all that weight aft to correct a rear CG>>problem seems hardly the way to correct the original problem."">>>>The way I see it is , what you are doing in theory, is holding the wing at>>one spot and moving the body and struts forward under it, you are moving>>weight forward , not aft.>>Since the whole aircraft is hanging under the wing, ( the wing is the real>">>flying" " plane") the body has to be "slid" forward to a sweet spot.>>I'm not to that point yet, and hope that I don't have to modify.>>walt evans>>>>________________________________________________________________________________Date: Thu, 6 Jul 2000 19:02:23 -0700 (PDT)
Subject: Re: Pietenpol-List: Pietenpol Center of Gravity Standards (?)>>Walt, your point about moving the wing is the way I thought about it also,>your really not moving the wing your moving the fuselage. I helped afriend>with his CG on a Piet some years ago and we had some problems dependable>calculating the effects of a move between wing and fuselage.> After lots of thought and chicken scratches on paper I realized that this>is not true. Only if the wing was lighter than air would this be the case.>Because the wing has weight it also applies pressure on the loading of the>lift surface(itself) and it produces the center of lift. If you look atthe>center of lift of the wing and then figure the moment(CG) of the wing,>different parts of the wing have different loads applied.(lbs. per square>inch) When we figure wing loading we calculate the average lb./in sq..not>the real loading at any given point. This is what CG effects and what the>builder wants is to have this moment of loading centered over the center of>lift. So in effect by moving the struts you effect the CG relative to the>center of lift but not exactly at the same ratio of effect as you would if>you placed a weight in the tail or nose at a given distance from the datum.>This is what in effect is happening with the 'moving datum' the datum is>really a reference to the center of lift. Which the leading edge of the>wing is good for. Because we are moving the relationship of the weight of>the fuselage to the wing it just makes it much more difficult to calculate>this distance because we need to know the exact moments end to end. Which>is why when I helped a friend do this to his plane we got different results>than expected. At the time we attributed it to the scales being non linear>but in fact it was the relationships of the different moments changing. So>we made small changes until we got the desired results.>>Or I'm completely nuts. You decide.>>This will come across as rambling and not make much sense I'm sure.>>Greg>>>>>Doc,>> Thanks for clearing alot of things up. This explains alot.>>There was only one paragraph that I think that you got backwards,,,>>>>""Anyone deciding to cant the cabane struts to move the wing aft must>accept>>the fact that the wing itself is a significant portion of the weight ofthe>>Piet, weighing something like 150 pounds. Even the weight of the steel>>wing struts moves aft. Moving all that weight aft to correct a rear CG>>problem seems hardly the way to correct the original problem."">>>>The way I see it is , what you are doing in theory, is holding the wing at>>one spot and moving the body and struts forward under it, you are moving>>weight forward , not aft.>>Since the whole aircraft is hanging under the wing, ( the wing is the real>">>flying" " plane") the body has to be "slid" forward to a sweet spot.>>I'm not to that point yet, and hope that I don't have to modify.>>walt evans>>>>________________________________________________________________________________Date: Thu, 6 Jul 2000 19:02:23 -0700 (PDT)
Pietenpol-List: Engines
Original Posted By: "walter evans"
Subject: Pietenpol-List: EnginesDuring my novice searchings I have found many engines used on the Piet. One which I would like some info on is the Subaru application. Could someone steer me in the direction of a publication as to type, weight to power ratio etc or just personalknowledge you may have on the subject. ThanksClaude________________________________________________________________________________
Subject: Pietenpol-List: EnginesDuring my novice searchings I have found many engines used on the Piet. One which I would like some info on is the Subaru application. Could someone steer me in the direction of a publication as to type, weight to power ratio etc or just personalknowledge you may have on the subject. ThanksClaude________________________________________________________________________________
Re: Pietenpol-List: Pietenpol Center of Gravity Standards (?)
Original Posted By: Greg Yotz
Greg, You said that my theory works only if the wing is lighter than air,,, >>But when you are flying ,,,the wing IS lighter than air. The wing ispulling up, and the body pulling down.I realize that there are other forces too, like "prying" forces from thewing to the body thru struts.But if you want to "hang" from the perfect CG point on the wing,,, it's likea fat kid and a skinny kid on the see-saw.....You have to slide the planktowards the skinny kid, till the board balances. You can also move theengine fwd. ( have the skinny kid skoot back) to do the same thing.walt-----------------------------------------------------Click here for Free Video!!http://www.gohip.com/freevideo/-----Original Message-----
Greg, You said that my theory works only if the wing is lighter than air,,, >>But when you are flying ,,,the wing IS lighter than air. The wing ispulling up, and the body pulling down.I realize that there are other forces too, like "prying" forces from thewing to the body thru struts.But if you want to "hang" from the perfect CG point on the wing,,, it's likea fat kid and a skinny kid on the see-saw.....You have to slide the planktowards the skinny kid, till the board balances. You can also move theengine fwd. ( have the skinny kid skoot back) to do the same thing.walt-----------------------------------------------------Click here for Free Video!!http://www.gohip.com/freevideo/-----Original Message-----
Re: Pietenpol-List: Wing rib question
Original Posted By: Gary Gower
Re: Pietenpol-List: Engines
Original Posted By: Teal38(at)aol.com
Subject: Re: Pietenpol-List: EnginesThank you John for the info and your concern for my plight. Am still headed in the A model direction but needed some info on the othersClaude________________________________________________________________________________
Subject: Re: Pietenpol-List: EnginesThank you John for the info and your concern for my plight. Am still headed in the A model direction but needed some info on the othersClaude________________________________________________________________________________
Pietenpol-List: Engines
Original Posted By: "Michael Conkling"
Regarding conversions of automotive engines for use in airplanes,reduction drives etc:An excellent source of information can be found in KITPLANES Magazine.The articles and ads cover all sorts of automotive conversions andre-drives. In the August 2001 issue a series of articles started on thesubject of auto engines for aircraft. There's an ad, for example, for a312 page book AUTO ENGINE CONVERSION BIBLE (Fiesta Publishing, P. O. Box65106, Tucson, AZ 85728, Phone 800-823-6092). There are ads for enginesand for people who specialize in propellers, reduction drives, andautomotive conversions for all sorts of engines including Subaru, Mazdarotary (haven't seen this one on the Piet site yet), Volkswagen,Corvair, Chevrolet V-6 and V-8, Honda, and even turbine engines for sale(wouldn't that be a sight....a turbine engine on a Pietenpol?). For youGEO/SUZUKI fans a manual is available CONVERTING THE GEO/SUZUKI FORHOMEBUILT AIRCRAFT from Raven ReDrives Inc., 1025 Rosewood Ave., #100,Boulder, CO 80304, Phone 303-440-6234. There are also ads for recentlydeveloped engines suitable for aircraft such as the Hirth and of courseRotax.You might want to look at some of these web sites: www.vestaV8.com www.AtkinsRotary.com www.stratus2000.homestead.com www.carrprecision.com www.users.owt.com/worden www.raven-rotor.com www.centralfloridaflyers.com www.rotaryaviation.com www.firewall.ca www.funlandings.comWith all the technical discussion regarding horsepower, torque,displacement, reduction drives, and propellers, I haven't heard much onthis site about RELIABILITY. Certified aircraft engines have arecommended TBO (time between overhaul) of 1,500 to 2,000 hours, andthus have a great deal of reliability built into them. The TBO on theModel A in an airplane has been estimated to be about 200 hours. The TBOof a converted GEO/SUZUKI has not been established.If you're going down the highway in your pickup and the engine quits youcan usually manage to coast off to the shoulder, get on your cell phone,and call the Auto Club. In 50 years of flying I have had two enginefailures, and in both instances I was lucky enough to make it to anairport and get the plane down without bending anything or breaking anybones. I can tell you from experience that when your airplane turnsinto a glider one of your concerns becomes the integrity of your seatbelt/shoulder harness restraint system.I understand and share the intrigue of experimental aircraft. I alsounderstand the principles of risk management in flying; to reduce therisks to the lowest possible level. When you power your airplane with anengine of unknown reliability you become an experimental test pilot. Areyou qualified? From what I have read on this site most contributors arebuilding on a budget and have limited pilot experience. I suggest thatbudget and quality of materials and craftsmanship should not compromisesafety. Remember it will be your buns planted on the plywood rear seatof your Pietenpol on that first flight and subsequent ones. Is it worthgambling your life to save a thousand dollars?Gene VickeryTehachapi, California ________________________________________________________________________________
Regarding conversions of automotive engines for use in airplanes,reduction drives etc:An excellent source of information can be found in KITPLANES Magazine.The articles and ads cover all sorts of automotive conversions andre-drives. In the August 2001 issue a series of articles started on thesubject of auto engines for aircraft. There's an ad, for example, for a312 page book AUTO ENGINE CONVERSION BIBLE (Fiesta Publishing, P. O. Box65106, Tucson, AZ 85728, Phone 800-823-6092). There are ads for enginesand for people who specialize in propellers, reduction drives, andautomotive conversions for all sorts of engines including Subaru, Mazdarotary (haven't seen this one on the Piet site yet), Volkswagen,Corvair, Chevrolet V-6 and V-8, Honda, and even turbine engines for sale(wouldn't that be a sight....a turbine engine on a Pietenpol?). For youGEO/SUZUKI fans a manual is available CONVERTING THE GEO/SUZUKI FORHOMEBUILT AIRCRAFT from Raven ReDrives Inc., 1025 Rosewood Ave., #100,Boulder, CO 80304, Phone 303-440-6234. There are also ads for recentlydeveloped engines suitable for aircraft such as the Hirth and of courseRotax.You might want to look at some of these web sites: www.vestaV8.com www.AtkinsRotary.com www.stratus2000.homestead.com www.carrprecision.com www.users.owt.com/worden www.raven-rotor.com www.centralfloridaflyers.com www.rotaryaviation.com www.firewall.ca www.funlandings.comWith all the technical discussion regarding horsepower, torque,displacement, reduction drives, and propellers, I haven't heard much onthis site about RELIABILITY. Certified aircraft engines have arecommended TBO (time between overhaul) of 1,500 to 2,000 hours, andthus have a great deal of reliability built into them. The TBO on theModel A in an airplane has been estimated to be about 200 hours. The TBOof a converted GEO/SUZUKI has not been established.If you're going down the highway in your pickup and the engine quits youcan usually manage to coast off to the shoulder, get on your cell phone,and call the Auto Club. In 50 years of flying I have had two enginefailures, and in both instances I was lucky enough to make it to anairport and get the plane down without bending anything or breaking anybones. I can tell you from experience that when your airplane turnsinto a glider one of your concerns becomes the integrity of your seatbelt/shoulder harness restraint system.I understand and share the intrigue of experimental aircraft. I alsounderstand the principles of risk management in flying; to reduce therisks to the lowest possible level. When you power your airplane with anengine of unknown reliability you become an experimental test pilot. Areyou qualified? From what I have read on this site most contributors arebuilding on a budget and have limited pilot experience. I suggest thatbudget and quality of materials and craftsmanship should not compromisesafety. Remember it will be your buns planted on the plywood rear seatof your Pietenpol on that first flight and subsequent ones. Is it worthgambling your life to save a thousand dollars?Gene VickeryTehachapi, California ________________________________________________________________________________
RE: Pietenpol-List: Engines
Original Posted By: "Jack Phillips"
-----Original Message-----With all the technical discussion regarding horsepower, torque,displacement, reduction drives, and propellers, I haven't heard much onthis site about RELIABILITY. Certified aircraft engines have arecommended TBO (time between overhaul) of 1,500 to 2,000 hours, andthus have a great deal of reliability built into them. The TBO on theModel A in an airplane has been estimated to be about 200 hours. The TBOof a converted GEO/SUZUKI has not been established.If you're going down the highway in your pickup and the engine quits youcan usually manage to coast off to the shoulder, get on your cell phone,and call the Auto Club. In 50 years of flying I have had two enginefailures, and in both instances I was lucky enough to make it to anairport and get the plane down without bending anything or breaking anybones. I can tell you from experience that when your airplane turnsinto a glider one of your concerns becomes the integrity of your seatbelt/shoulder harness restraint system.I understand and share the intrigue of experimental aircraft. I alsounderstand the principles of risk management in flying; to reduce therisks to the lowest possible level. When you power your airplane with anengine of unknown reliability you become an experimental test pilot. Areyou qualified? From what I have read on this site most contributors arebuilding on a budget and have limited pilot experience. I suggest thatbudget and quality of materials and craftsmanship should not compromisesafety. Remember it will be your buns planted on the plywood rear seatof your Pietenpol on that first flight and subsequent ones. Is it worthgambling your life to save a thousand dollars?Gene VickeryTehachapi, CaliforniaWell put, Gene. There are ways to cut costs in building a Pietenpol withoutresorting to strange unproven engines. After all, Steve Eldridge built hiswith a Continental for around $5,000. Flying is dangerous enough withoutadding more risks.Jack Phillips________________________________________________________________________________
-----Original Message-----With all the technical discussion regarding horsepower, torque,displacement, reduction drives, and propellers, I haven't heard much onthis site about RELIABILITY. Certified aircraft engines have arecommended TBO (time between overhaul) of 1,500 to 2,000 hours, andthus have a great deal of reliability built into them. The TBO on theModel A in an airplane has been estimated to be about 200 hours. The TBOof a converted GEO/SUZUKI has not been established.If you're going down the highway in your pickup and the engine quits youcan usually manage to coast off to the shoulder, get on your cell phone,and call the Auto Club. In 50 years of flying I have had two enginefailures, and in both instances I was lucky enough to make it to anairport and get the plane down without bending anything or breaking anybones. I can tell you from experience that when your airplane turnsinto a glider one of your concerns becomes the integrity of your seatbelt/shoulder harness restraint system.I understand and share the intrigue of experimental aircraft. I alsounderstand the principles of risk management in flying; to reduce therisks to the lowest possible level. When you power your airplane with anengine of unknown reliability you become an experimental test pilot. Areyou qualified? From what I have read on this site most contributors arebuilding on a budget and have limited pilot experience. I suggest thatbudget and quality of materials and craftsmanship should not compromisesafety. Remember it will be your buns planted on the plywood rear seatof your Pietenpol on that first flight and subsequent ones. Is it worthgambling your life to save a thousand dollars?Gene VickeryTehachapi, CaliforniaWell put, Gene. There are ways to cut costs in building a Pietenpol withoutresorting to strange unproven engines. After all, Steve Eldridge built hiswith a Continental for around $5,000. Flying is dangerous enough withoutadding more risks.Jack Phillips________________________________________________________________________________
Re: Pietenpol-List: Engines
Original Posted By: "John McNarry"
Subject: Re: Pietenpol-List: EnginesIn a message dated 2/3/02 12:31:08 PM Eastern Standard Time, h2opilot(at)cwo.com writes:>VERY Very good comments. For the extra savings in weight and reliability the wood and the engine are places that are up to the pilot / builder. I would like to weigh the cost / weight as well as the cost / reliability to come up with a place somewhere in the middle, that I can afford. How much is your life worth ? True we are experimenters and will accept some risk or we wouldn't be building, but its best to reduce the risk with the knowledge that we will have to pay with either money or wegith penalties to decrease the risk.________________________________________________________________________________
Subject: Re: Pietenpol-List: EnginesIn a message dated 2/3/02 12:31:08 PM Eastern Standard Time, h2opilot(at)cwo.com writes:>VERY Very good comments. For the extra savings in weight and reliability the wood and the engine are places that are up to the pilot / builder. I would like to weigh the cost / weight as well as the cost / reliability to come up with a place somewhere in the middle, that I can afford. How much is your life worth ? True we are experimenters and will accept some risk or we wouldn't be building, but its best to reduce the risk with the knowledge that we will have to pay with either money or wegith penalties to decrease the risk.________________________________________________________________________________
RE: Pietenpol-List: Engines
Original Posted By: owner-pietenpol-list-server(at)matronics.com
I don't think any of us are suggesting that we take risks like just boltingon an engine twanging a wire and lighting the fire. We do this forreacreation and education. Any enginge is a collection of parts flying information. i trust the timed out engine in the PA 12 more than I would if itwas brand new. Brand new is nice but it also is unknown. We should betesting our design changes, making certain they are improvements orfor-going them. I have a Dyno that I built for our RAAC chapter it has beenused to test several certified engines with acceptable results. I can assureyou that untill I am satisfied my homebuilt engine performs as expected, inall areas, it won't be lifting me from terra firma! The "Low and slow since1929" slogan is neat, but air beneath when that engine quits sure feelsgood.The last engine outage I had was in a Mk2 Harvard at about 2500 agl. The PICpushed the nose down and about the same time I saw 0 fuel pressure, heswitched the tanks and I hit the wobble pump. Sounds neat with the propdriving 9. Sounds better with 9 driving the prop. Superstitious? I waswearing a chute! would it have quit if I wasn't? The point is be prepared!Be cautious! Have fun!Test everything!Questions: Does the short moment arm of the fuse with a heavier engine andwing forward for CofG cause signifigant handling differences than a lightengine on a longer mount and with the wing back for Cof G ? Any one outthere familiar with both configurations?John Mc-----Original Message-----
I don't think any of us are suggesting that we take risks like just boltingon an engine twanging a wire and lighting the fire. We do this forreacreation and education. Any enginge is a collection of parts flying information. i trust the timed out engine in the PA 12 more than I would if itwas brand new. Brand new is nice but it also is unknown. We should betesting our design changes, making certain they are improvements orfor-going them. I have a Dyno that I built for our RAAC chapter it has beenused to test several certified engines with acceptable results. I can assureyou that untill I am satisfied my homebuilt engine performs as expected, inall areas, it won't be lifting me from terra firma! The "Low and slow since1929" slogan is neat, but air beneath when that engine quits sure feelsgood.The last engine outage I had was in a Mk2 Harvard at about 2500 agl. The PICpushed the nose down and about the same time I saw 0 fuel pressure, heswitched the tanks and I hit the wobble pump. Sounds neat with the propdriving 9. Sounds better with 9 driving the prop. Superstitious? I waswearing a chute! would it have quit if I wasn't? The point is be prepared!Be cautious! Have fun!Test everything!Questions: Does the short moment arm of the fuse with a heavier engine andwing forward for CofG cause signifigant handling differences than a lightengine on a longer mount and with the wing back for Cof G ? Any one outthere familiar with both configurations?John Mc-----Original Message-----
Pietenpol-List: RE:
Original Posted By: owner-pietenpol-list-server(at)matronics.com
John Grega redesigned the aircraft to make use of many J3 Cub parts thatused to be so plentiful. I started on one before I knew the difference. Theyare both good as built. The Piet is more adaptable.John McPi D gives circumference. If you work it out in feet then the prop tip speedshould stay below the speed of sound.-----Original Message-----
John Grega redesigned the aircraft to make use of many J3 Cub parts thatused to be so plentiful. I started on one before I knew the difference. Theyare both good as built. The Piet is more adaptable.John McPi D gives circumference. If you work it out in feet then the prop tip speedshould stay below the speed of sound.-----Original Message-----
Re: Pietenpol-List: Engines
Original Posted By: Kirk & Laura Huizenga
Pietenpol-List: Re:
Original Posted By: Kirk & Laura Huizenga
Re: Pietenpol-List: Engines
Original Posted By: clif
Re: Pietenpol-List: Engines
Original Posted By: Michael D Cuy
RE: Pietenpol-List: Engines
Original Posted By: "Phillips, Jack"
RE: Pietenpol-List: Still trying to figure out corvair troubles
Original Posted By: "Phillips, Jack"
Pietenpol-List: Re: Engines
Original Posted By: "kb2qqm"
Anybody on the list use the Czech Mikron III (75hp) engine?I friend of mine (Don Stewart) has one on his "265"... The yellow and black airplanethat he is bringing to Oshkosh. Check it out..at www.stewartaircraft.com It's a one of a kind. I sure would love to see that airplane in plan form.He has designed lots of aircraft, and says the Mikron III is one of the smoothestengines he has ever flown. I just wondered if anyone here has seen one or has one installed or planned. www.moraviation.com/walter.html#faq4GregRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engines
Anybody on the list use the Czech Mikron III (75hp) engine?I friend of mine (Don Stewart) has one on his "265"... The yellow and black airplanethat he is bringing to Oshkosh. Check it out..at www.stewartaircraft.com It's a one of a kind. I sure would love to see that airplane in plan form.He has designed lots of aircraft, and says the Mikron III is one of the smoothestengines he has ever flown. I just wondered if anyone here has seen one or has one installed or planned. www.moraviation.com/walter.html#faq4GregRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engines
Pietenpol-List: Re: Engines
Original Posted By: "kb2qqm"
Here is the info on the mikron IIIbhttp://www.moraviation.com/contents/media/t_mikron2a.jpgRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engines
Here is the info on the mikron IIIbhttp://www.moraviation.com/contents/media/t_mikron2a.jpgRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engines
Original Posted By: "Max Hegler"
Engine Soundhttp://www.stampe.org/USA%20pages/First%20run.wav [Laughing]Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Engine Soundhttp://www.stampe.org/USA%20pages/First%20run.wav [Laughing]Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Re: Pietenpol-List: Re: Engines
Original Posted By: "kb2qqm"
Why are you laughing? It sounds pretty good to me...am I missing something?Max----- Original Message -----
Why are you laughing? It sounds pretty good to me...am I missing something?Max----- Original Message -----
Re: Pietenpol-List: Engines
Original Posted By: del magsam
Pietenpol-List: Re: Engines
Original Posted By: Tim Verthein
I meant to smile....I think it sounds great. I was not laughing at it. Maybe it was a happy laugh, cause that is what willbe going in mine. someday. GregRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 3 Jul 2007 15:44:12 -0700 (PDT)
I meant to smile....I think it sounds great. I was not laughing at it. Maybe it was a happy laugh, cause that is what willbe going in mine. someday. GregRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 3 Jul 2007 15:44:12 -0700 (PDT)
Pietenpol-List: Re: Engines
Original Posted By: "Pietenpol-List Digest Server"
Let me add a couple points re automobile engines for Piets.My son and I laid out the table to start a Piet and hen he got into the two jobs stage of life and I've become too old but here are a couple thoughts we had.Ed Lubits took his Piet to Oshkosh in the early 80s with a Ford 1600cc Fiesta engine with his own design timing belt reduction. Worked well.We did not weigh a VW Rabbit turbo diesel but that is certainly one to which we gave thought. Does anyone have the weight of one with a reduction drive?One can buy a gear reduction drive for about $1800 out of Montreal set up for either Subaru EA81 [1800cc] or a Suzuki 1000 or 1300. Suzuki built a very pretty 1300cc twin cam and with the afore mentioned reduction that was the way we intended to go. Although the Subaru idea never left us mostly because of the amount of research on that engine. I think one could obtain acceptable results with the 2.2 or 2.5 Subaru running direct drive but because of the size of prop one needs for a Piet the rpm would be limited and the hp accordingly.And, of course now that there seems to be good success putting one on a Zenith there is work being done on at least one locally.Bill Weir----- Original Message -----
Let me add a couple points re automobile engines for Piets.My son and I laid out the table to start a Piet and hen he got into the two jobs stage of life and I've become too old but here are a couple thoughts we had.Ed Lubits took his Piet to Oshkosh in the early 80s with a Ford 1600cc Fiesta engine with his own design timing belt reduction. Worked well.We did not weigh a VW Rabbit turbo diesel but that is certainly one to which we gave thought. Does anyone have the weight of one with a reduction drive?One can buy a gear reduction drive for about $1800 out of Montreal set up for either Subaru EA81 [1800cc] or a Suzuki 1000 or 1300. Suzuki built a very pretty 1300cc twin cam and with the afore mentioned reduction that was the way we intended to go. Although the Subaru idea never left us mostly because of the amount of research on that engine. I think one could obtain acceptable results with the 2.2 or 2.5 Subaru running direct drive but because of the size of prop one needs for a Piet the rpm would be limited and the hp accordingly.And, of course now that there seems to be good success putting one on a Zenith there is work being done on at least one locally.Bill Weir----- Original Message -----
Re: Pietenpol-List: Re: Engines
Original Posted By: AzevedoFlyer(at)aol.com
a 3 cyl in line Geo Metro block that looks suitable for a Piet. Fuelinjected too.Note the plate sandwiched bewent the block and oil pan to allow a flange fora bed mount.http://www.airtrikes.net/engines.shtmlmichael in maine________________________________________________________________________________
a 3 cyl in line Geo Metro block that looks suitable for a Piet. Fuelinjected too.Note the plate sandwiched bewent the block and oil pan to allow a flange fora bed mount.http://www.airtrikes.net/engines.shtmlmichael in maine________________________________________________________________________________
Pietenpol-List: Re: Engines
Original Posted By: "jimd"
Gentlemen and esteemed members of the Pietenpol community I am not ready for my wind screens yet, however with this a golden opportunity to gain insight into what be a daunting task of design I too would like a copy of any plans, patterns or other design device being circulated that would assist, when the time comes. My plans did not include anything remotely resembling a design for a wind screen. Anyone willing to share their copy I would love to have a one if possible and certainly willing to pay for postage and copy costs associated with that. Thanks in advance John Recine NX895BP reserved Building, Scrounging, Buying and Improvising when time permits get my Piet flying! In a message dated 6/4/2008 8:41:21 A.M. Eastern Daylight Time, eng(at)canadianrogers.com writes: First off, I just had to correct the spelling in the subject line. Typos like that drive me nuts. Secondly, (unlike Walt) my plans from Don Pietenpol did not include any information regarding windshields. If it is something that they used to include with the plans, they must have discontinued doing it (or at least they didn't do it when I ordered my plans four years ago). Or maybe they just like Walt more than me. Thirdly, since I've had my plans for almost four years now, shouldn't I have more to show than a bunch of ribs and a horizontal stab and elevators? I seem to remember thinking that this was going to be a five-to-ten year project, but at this rate who knows how long it will take. Oh well, I'm having a lot of fun with it whenever I do get a chance to work on it. Fourthly, I'm actually looking forward to figuring out a windshield design, and building it, when I get to that stage. For now, I'm just studying various designs and figuring out what I like and don't like. Fifthly, I'm really looking forward to next Saturday in Brussels. Sixthly, =85 I think that's enough for now. Bill C -----Original Message----- When I ordered my Pietenpol plans, I got a windshield print included, that what I used. Works well. Walt Evans NX140DL href="http://www.matronics.com/Navigator?Piet ... ---------- Get trade secrets for amazing burgers. Watch "Cooking with Tyler Florence" on AOL Food." target=_blank rel=nofollow>http://www.matronics.com/Navigator?Piet ... s.comblank rel=nofollow>http://www.matronics.com/contribution__ ... ___Subject: Pietenpol-List: Re: Engines
Gentlemen and esteemed members of the Pietenpol community I am not ready for my wind screens yet, however with this a golden opportunity to gain insight into what be a daunting task of design I too would like a copy of any plans, patterns or other design device being circulated that would assist, when the time comes. My plans did not include anything remotely resembling a design for a wind screen. Anyone willing to share their copy I would love to have a one if possible and certainly willing to pay for postage and copy costs associated with that. Thanks in advance John Recine NX895BP reserved Building, Scrounging, Buying and Improvising when time permits get my Piet flying! In a message dated 6/4/2008 8:41:21 A.M. Eastern Daylight Time, eng(at)canadianrogers.com writes: First off, I just had to correct the spelling in the subject line. Typos like that drive me nuts. Secondly, (unlike Walt) my plans from Don Pietenpol did not include any information regarding windshields. If it is something that they used to include with the plans, they must have discontinued doing it (or at least they didn't do it when I ordered my plans four years ago). Or maybe they just like Walt more than me. Thirdly, since I've had my plans for almost four years now, shouldn't I have more to show than a bunch of ribs and a horizontal stab and elevators? I seem to remember thinking that this was going to be a five-to-ten year project, but at this rate who knows how long it will take. Oh well, I'm having a lot of fun with it whenever I do get a chance to work on it. Fourthly, I'm actually looking forward to figuring out a windshield design, and building it, when I get to that stage. For now, I'm just studying various designs and figuring out what I like and don't like. Fifthly, I'm really looking forward to next Saturday in Brussels. Sixthly, =85 I think that's enough for now. Bill C -----Original Message----- When I ordered my Pietenpol plans, I got a windshield print included, that what I used. Works well. Walt Evans NX140DL href="http://www.matronics.com/Navigator?Piet ... ---------- Get trade secrets for amazing burgers. Watch "Cooking with Tyler Florence" on AOL Food." target=_blank rel=nofollow>http://www.matronics.com/Navigator?Piet ... s.comblank rel=nofollow>http://www.matronics.com/contribution__ ... ___Subject: Pietenpol-List: Re: Engines
Pietenpol-List: Engines
Original Posted By: "KMHeide, BA, CPO, FAAOP"
Subject: Pietenpol-List: EnginesIs there anyone in esteemed Piet world flying an 0235 engine or anything close to that size and hp rating? I have many questions that can only be answered though experience.ThanksJohn**************Get trade secrets for amazing burgers. Watch "Cooking with Tyler Florence" on AOL Food. (http://food.aol.com/tyler-florence?vide ... 0000000002)________________________________________________________________________________Date: Wed, 4 Jun 2008 10:21:30 -0700 (PDT)
Subject: Pietenpol-List: EnginesIs there anyone in esteemed Piet world flying an 0235 engine or anything close to that size and hp rating? I have many questions that can only be answered though experience.ThanksJohn**************Get trade secrets for amazing burgers. Watch "Cooking with Tyler Florence" on AOL Food. (http://food.aol.com/tyler-florence?vide ... 0000000002)________________________________________________________________________________Date: Wed, 4 Jun 2008 10:21:30 -0700 (PDT)
Pietenpol-List: Re: Engines
Original Posted By: "Dick Navratil"
To:pietenpol-list(at)matronics.comSubject: Pietenpol-List: Re: EnginesHi,Dick N. has a radial running in his plane, think its about same hp. Chad Wille'saerial has a 6 cyl continental in it. Those are about same size/hp and actuallyflying. My biplane project has a 125hp Enma Tigre, but its not flying yet and is a metaltube frame GN-1, so not quite the same.What questions are you trying to answer.. seems like the guys in this group arepretty knowlegable.JimRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
To:pietenpol-list(at)matronics.comSubject: Pietenpol-List: Re: EnginesHi,Dick N. has a radial running in his plane, think its about same hp. Chad Wille'saerial has a 6 cyl continental in it. Those are about same size/hp and actuallyflying. My biplane project has a 125hp Enma Tigre, but its not flying yet and is a metaltube frame GN-1, so not quite the same.What questions are you trying to answer.. seems like the guys in this group arepretty knowlegable.JimRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Original Posted By: TGSTONE236(at)aol.com
Hi,Dick N. has a radial running in his plane, think its about same hp. Chad Wille'saerial has a 6 cyl continental in it. Those are about same size/hp and actuallyflying. My biplane project has a 125hp Enma Tigre, but its not flying yet and is a metaltube frame GN-1, so not quite the same.What questions are you trying to answer.. seems like the guys in this group arepretty knowlegable.JimRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Hi,Dick N. has a radial running in his plane, think its about same hp. Chad Wille'saerial has a 6 cyl continental in it. Those are about same size/hp and actuallyflying. My biplane project has a 125hp Enma Tigre, but its not flying yet and is a metaltube frame GN-1, so not quite the same.What questions are you trying to answer.. seems like the guys in this group arepretty knowlegable.JimRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Re: Pietenpol-List: Re: Engines
Original Posted By: "=?utf-8?B?Sm9obiBSZWNpbmU=?="
Subject: Pietenpol-List: 110hp corvair motorsLike most anything you want to buy is what you are willing to pay, do a little haggling as all things are negotiable. I could not get one as cheap asWW says he can get one . But I think I got one in good shape,free turning at a price I was willing to pay, that I could go pick up with in 200 miles from home.**************Get trade secrets for amazing burgers. Watch "Cooking with Tyler Florence" on AOL Food. (http://food.aol.com/tyler-florence?vide ... 0000000002)________________________________________________________________________________Subject: Re: Pietenpol-List: Re: Engines
Subject: Pietenpol-List: 110hp corvair motorsLike most anything you want to buy is what you are willing to pay, do a little haggling as all things are negotiable. I could not get one as cheap asWW says he can get one . But I think I got one in good shape,free turning at a price I was willing to pay, that I could go pick up with in 200 miles from home.**************Get trade secrets for amazing burgers. Watch "Cooking with Tyler Florence" on AOL Food. (http://food.aol.com/tyler-florence?vide ... 0000000002)________________________________________________________________________________Subject: Re: Pietenpol-List: Re: Engines
Original Posted By: "jimd"
Interested in bulkhead and firewall improvments made if any to support the additionaltorque and hp generated by non traditional engines being the model A bydesignAlso the ultimate prop for climb config on a heavier wide body pietJohnYes I know props are frSent from my Verizon Wireless BlackBerry-----Original Message-----
Interested in bulkhead and firewall improvments made if any to support the additionaltorque and hp generated by non traditional engines being the model A bydesignAlso the ultimate prop for climb config on a heavier wide body pietJohnYes I know props are frSent from my Verizon Wireless BlackBerry-----Original Message-----
Re: Pietenpol-List: Engines
Original Posted By: John Fay
Hey Oscar.I notice the olds v8. If that refers to the Aussie one, for accuracy sake it shouldprobably be listed as a rover v8 unless of course you know of another thatflew with an actual olds. Same engine really, so maybe "rover/olds v8" wouldbe good DouweSent from my iPhone________________________________________________________________________________Date: Thu, 26 Jun 2014 10:13:32 -0500Subject: Re: Pietenpol-List: Engines
Hey Oscar.I notice the olds v8. If that refers to the Aussie one, for accuracy sake it shouldprobably be listed as a rover v8 unless of course you know of another thatflew with an actual olds. Same engine really, so maybe "rover/olds v8" wouldbe good DouweSent from my iPhone________________________________________________________________________________Date: Thu, 26 Jun 2014 10:13:32 -0500Subject: Re: Pietenpol-List: Engines
Re: Pietenpol-List: Aluminum Wing Strut/Jury Strut Attachment
Original Posted By: speedbrake(at)sbcglobal.net
Pietenpol-List: Re: Aluminum Wing Strut/Jury Strut Attachment
Original Posted By: "AircamperN11MS"
hey douwe, there was a piet built in minnesota that had an actual buick V-8, ican't remember the guy's name but, norm tesmar(norm?,readin this?) does.________________________________________________________________________________Subject: Pietenpol-List: Re: Aluminum Wing Strut/Jury Strut Attachment
hey douwe, there was a piet built in minnesota that had an actual buick V-8, ican't remember the guy's name but, norm tesmar(norm?,readin this?) does.________________________________________________________________________________Subject: Pietenpol-List: Re: Aluminum Wing Strut/Jury Strut Attachment
Original Posted By: "Mike McGowan"
Hey guys,I have 4130 steel struts with straps for the jury struts. I think the straps arethe way to go. Piper has done it that way for more years than I am old. That'sgood enough for me.--------Scott LiefeldFlying N11MS since March 1972Steel TubeC-85-12Wire WheelsBrodhead in 1996Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Hey guys,I have 4130 steel struts with straps for the jury struts. I think the straps arethe way to go. Piper has done it that way for more years than I am old. That'sgood enough for me.--------Scott LiefeldFlying N11MS since March 1972Steel TubeC-85-12Wire WheelsBrodhead in 1996Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Re: Pietenpol-List: Engines
Original Posted By: Michael Weston
When I went to Rockford a very long time ago there was a Piet with two A-65's driving contra rotating props. Mike McGowan-----Original Message-----
When I went to Rockford a very long time ago there was a Piet with two A-65's driving contra rotating props. Mike McGowan-----Original Message-----
Re: Pietenpol-List: Re: Air Camper plans
Original Posted By: "Clif Dawson"
On a Weight to weight basis spruce and most ( not all)other softwoods are pretty much the same strengthas mild steel. So yes, "wood is as strong as steel". :-)And the Piet wood structure has proven it's survivabilityin a severe crash. Again, just ask William.But, as you say, each of us has to be comfortable withour own decisions.One thought though. The entire weight, including Gforces in maneuvering and weather related, is supportedby the wing is it not?So? What's the wing made of????? :-)ClifWorry gives a small thing a big shadow. Swedish proverb>> Dick,>> My only point, Dick, is that it is incorrect to make a blanket statement > that wood is stronger than steel. I don't know Bill's background. He may > be a 10,000 hour ATP, or a newly-minted Sport Pilot, an experienced > builder, or a new guy. He needs to decide for himself what he wants to > build. I am just pointing out the difference between opinion and fact.>> --------> Semper Fi,>> Terry Hand> Athens, GA________________________________________________________________________________
On a Weight to weight basis spruce and most ( not all)other softwoods are pretty much the same strengthas mild steel. So yes, "wood is as strong as steel". :-)And the Piet wood structure has proven it's survivabilityin a severe crash. Again, just ask William.But, as you say, each of us has to be comfortable withour own decisions.One thought though. The entire weight, including Gforces in maneuvering and weather related, is supportedby the wing is it not?So? What's the wing made of????? :-)ClifWorry gives a small thing a big shadow. Swedish proverb>> Dick,>> My only point, Dick, is that it is incorrect to make a blanket statement > that wood is stronger than steel. I don't know Bill's background. He may > be a 10,000 hour ATP, or a newly-minted Sport Pilot, an experienced > builder, or a new guy. He needs to decide for himself what he wants to > build. I am just pointing out the difference between opinion and fact.>> --------> Semper Fi,>> Terry Hand> Athens, GA________________________________________________________________________________