Original Posted By: "K5YAC"
http://www.eaavideo.org/video.aspx?v=595153256001In case you didn't already know this=2C or forgot it- good to know when you're running your wiring.Oscar ZunigaFlying Squirrel N2069Z=2C on the gearAir Camper NX41CC=2C flyingSan Antonio=2C TXmailto: taildrags(at)hotmail.comwebsite at http://www.flysquirrel.net ________________________________________________________________________________Subject: Pietenpol-List: Transition Training
Pietenpol-List: Transition Training
Original Posted By: "Perry Rhoads"
I am a long way from transitioning to flight in my Piet, but I'm curious aboutthe need or requirements for transition training. I know that each insurancecompany is probably a little different on their requirements for coverage, buta friend of mine just finished his Zenair 640 and was surprised to learn thatthis particular agency (through the EAA) was requiring 5 hours of time in MAKE(not type) with a factory rep, and a signoff from the rep. He asked, "Can'tI just fly with a CFI in a Cherokee 180, or something similar?" They said nope,it has to be in something that Zenair manufactured... either a 750, 601, etc.He said, "What? Those airplanes aren't even similar to what I'll be flying."They didn't seem to care, Factory airplane and factory rep. signoff... thoseare the criteria. He asked when this became a requirement and was told thatit is becoming widely accepted practice with the insurance companies. :-(I started thinking... how in the world would I find someone who could be consideredto be the Pietenpol manufacturer? Even if I could, I am unable to ride inthe front seat of one of these birds... how would I receive training or a signoff? What about a Cassut or a Fly Baby? How does someone even get trainingin those types? Is my friend being misinformed? Surely there is some latitude,or similar training that would allow one to fly their new machine? This friend is somewhat well off with a nicely build airplane and 450+ hours. If it is this difficult for him, I dreading the day the I make the same call.--------Mark ChouinardWings, Center Section and Empannage framed up - Working on FuselageRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
I am a long way from transitioning to flight in my Piet, but I'm curious aboutthe need or requirements for transition training. I know that each insurancecompany is probably a little different on their requirements for coverage, buta friend of mine just finished his Zenair 640 and was surprised to learn thatthis particular agency (through the EAA) was requiring 5 hours of time in MAKE(not type) with a factory rep, and a signoff from the rep. He asked, "Can'tI just fly with a CFI in a Cherokee 180, or something similar?" They said nope,it has to be in something that Zenair manufactured... either a 750, 601, etc.He said, "What? Those airplanes aren't even similar to what I'll be flying."They didn't seem to care, Factory airplane and factory rep. signoff... thoseare the criteria. He asked when this became a requirement and was told thatit is becoming widely accepted practice with the insurance companies. :-(I started thinking... how in the world would I find someone who could be consideredto be the Pietenpol manufacturer? Even if I could, I am unable to ride inthe front seat of one of these birds... how would I receive training or a signoff? What about a Cassut or a Fly Baby? How does someone even get trainingin those types? Is my friend being misinformed? Surely there is some latitude,or similar training that would allow one to fly their new machine? This friend is somewhat well off with a nicely build airplane and 450+ hours. If it is this difficult for him, I dreading the day the I make the same call.--------Mark ChouinardWings, Center Section and Empannage framed up - Working on FuselageRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Re: Pietenpol-List: Transition Training
Original Posted By: "K5YAC"
Mark,I think your friend has been given very inaccurate information or got the requirements wrong. A "factory rep" for a sign off makes no sense. Call someone in the business with your set of variables and get the right facts. You'll find it's not that difficult.Perry RhoadsN12939----- Original Message -----
Mark,I think your friend has been given very inaccurate information or got the requirements wrong. A "factory rep" for a sign off makes no sense. Call someone in the business with your set of variables and get the right facts. You'll find it's not that difficult.Perry RhoadsN12939----- Original Message -----
Re: Pietenpol-List: Re: Transition Training
Original Posted By: Ryan Mueller
Subject: Re: Pietenpol-List: Re: Transition Training
Subject: Re: Pietenpol-List: Re: Transition Training
Pietenpol-List: Re: Transition Training
Original Posted By: "peterk48"
Given that the aluminum is much softer than most of the other metals in your engine,and also that you think that the vast majority was confined to the oil panuntil you flipped it on the engine stand, I agree with your assessment of notcompletely disassembling the engine. Just make darn sure that the screen onthe oil pump is thoroughly cleaned so that oil starvation does not occur ata later time. Also check the bottoms of your piston skirts if you can to makesure that no slivers of the cam gear have attached or embedded themselves, whichcan cause galling.--------Billy McCaskillUrbana, ILtail section almost done, starting on ribs soonRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Transition Training
Given that the aluminum is much softer than most of the other metals in your engine,and also that you think that the vast majority was confined to the oil panuntil you flipped it on the engine stand, I agree with your assessment of notcompletely disassembling the engine. Just make darn sure that the screen onthe oil pump is thoroughly cleaned so that oil starvation does not occur ata later time. Also check the bottoms of your piston skirts if you can to makesure that no slivers of the cam gear have attached or embedded themselves, whichcan cause galling.--------Billy McCaskillUrbana, ILtail section almost done, starting on ribs soonRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Transition Training
Pietenpol-List: Re: Transition Training
Original Posted By: "Dan P"
Call another insurance company. I've never had one act like that with certifiedor experimental. Don't forget, many aircraft owners self-insure, in other words,don't buy any. Some states don't require that you do.--------PeteRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Transition Training
Call another insurance company. I've never had one act like that with certifiedor experimental. Don't forget, many aircraft owners self-insure, in other words,don't buy any. Some states don't require that you do.--------PeteRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Transition Training
Pietenpol-List: Re: Transition Training
Original Posted By: "kevinpurtee"
I've heard of other kit manufactures that give dual training to qualify the pilotfor solo. If you live close they will train you in your airplane. If youlive at a distance you can go to them and use one of their airplanes. Now afactory representative 'could be' a local CFI that the manufacturer authorizesto give training. Which would then meet the requirements of the insurance company.The Zenair is a kit airplane and of course the Piet isn't. So it seems the insurancecompanies view them differently and the requirements are different anddo vary from company to company. I already had a Private Pilots License and tail wheel endorsement. The insurancecompany I went with required me to have 10 hrs of dual and a minimum of 20take offs and landings to a full stop before solo. The dual was to be with anapproved CFI with tail wheel experience. I petitioned and was approved dualtraining with an experience ~400 hr non CFI Piet Pilot.--------Dan PlettN28WHRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Transition Training
I've heard of other kit manufactures that give dual training to qualify the pilotfor solo. If you live close they will train you in your airplane. If youlive at a distance you can go to them and use one of their airplanes. Now afactory representative 'could be' a local CFI that the manufacturer authorizesto give training. Which would then meet the requirements of the insurance company.The Zenair is a kit airplane and of course the Piet isn't. So it seems the insurancecompanies view them differently and the requirements are different anddo vary from company to company. I already had a Private Pilots License and tail wheel endorsement. The insurancecompany I went with required me to have 10 hrs of dual and a minimum of 20take offs and landings to a full stop before solo. The dual was to be with anapproved CFI with tail wheel experience. I petitioned and was approved dualtraining with an experience ~400 hr non CFI Piet Pilot.--------Dan PlettN28WHRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Transition Training
Re: Pietenpol-List: Transition Training
Original Posted By: Dan Yocum
Adrian,I didn't even think of rivet nuts - wish I had since had take off one edge of thetee to get them to fit in the capstrip butted up against the ply. Do you have pictures of how you handle leading edge of the panel? Is it just flatagainst the wing leading edge? Are you concerned at all about water gettinginto the wing?Thanks,Dan-- Dan Yocumyocum137(at)gmail.com"I fly because it releases my mind from the tyranny of petty things."On Oct 15, 2010, at 7:08 AM, pineymb wrote:> > Just a suggestion but what I did was use 8/32 rivet nuts (knurled type) whichpulled and seated very nicely in the thin ply. Might be easier than installingT-nuts. This also allows the aluminum cover to be made smaller leaving spacefor the gap seals.> Screws along the leading and trailing edge are #8 x 1/2 stainless sheet metalscrews fasten directly into the spars.> > --------> Adrian M> Winnipeg, MB> Canada> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 804#315804> > > > > Attachments: > > http://forums.matronics.com//files/dsc00055_784.jpg> http://forums.matronics.com//files/dsc00053_766.jpg> > > > > > > ________________________________________________________________________________Subject: Re: Pietenpol-List: Transition Training
Adrian,I didn't even think of rivet nuts - wish I had since had take off one edge of thetee to get them to fit in the capstrip butted up against the ply. Do you have pictures of how you handle leading edge of the panel? Is it just flatagainst the wing leading edge? Are you concerned at all about water gettinginto the wing?Thanks,Dan-- Dan Yocumyocum137(at)gmail.com"I fly because it releases my mind from the tyranny of petty things."On Oct 15, 2010, at 7:08 AM, pineymb wrote:> > Just a suggestion but what I did was use 8/32 rivet nuts (knurled type) whichpulled and seated very nicely in the thin ply. Might be easier than installingT-nuts. This also allows the aluminum cover to be made smaller leaving spacefor the gap seals.> Screws along the leading and trailing edge are #8 x 1/2 stainless sheet metalscrews fasten directly into the spars.> > --------> Adrian M> Winnipeg, MB> Canada> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 804#315804> > > > > Attachments: > > http://forums.matronics.com//files/dsc00055_784.jpg> http://forums.matronics.com//files/dsc00053_766.jpg> > > > > > > ________________________________________________________________________________Subject: Re: Pietenpol-List: Transition Training
