Brodhead Pietenpol Association

Original Posted By: "Graham Hansen"
IT'S OFFICIAL: EAA'S JOE NORRIS IS FIRST AUTHORIZE AB-DAR January 23, 2004 - History was made Thursday morning when the first amateur-builtdesignated airworthiness representative (AB-DAR) was officially and fullyauthorized to perform homebuilt aircraft inspections on behalf of the FAA.Suitably, the first AB-DAR hails from EAA: Joe Norris, senior aviation informationspecialist. Joe received his final orientation via telephone interview Thursdayfrom the principal inspector at Minneapolis (MSP) Manufacturing InspectionDistrict Office (MIDO). EAA worked extensively with FAA over the past several years to develop theAB-DAR program to help alleviate a growing backlog of inspection requests fromamateur-built aircraft builders. EAA facilitated recruiting more than 60 AB-DARcandidates, and also played a key role in developing the required trainingcourse and materials. David R. Smith, an Aviation Safety Inspector (ASI-Manufacturing) workingout of MSP MIDO, gave Norris the orientation, the last required step in the AB-DARapproval process. MSP MIDO Office Manager Andrew B. Lown signed Norris' DARcertificate and letter of authorization. "Now that all the steps are completed, Dave Smith will be sending me theappropriate paperwork that I'll need when I certificate an amateur-built aircraft,"Norris said. "I will then work with Dave on scheduling certifications thathe (or his office) would like me to handle." Builders who wish to contact the MSP MIDO can call 612/713-4366. Builderscan contact the MIDO to request the Amateur-Built Certification Packet, whichwill include all the applicable forms and FAA advisory circulars. The first AB-DAR course will take place on January 27-29 at the FAA Academyin Oklahoma City, Oklahoma. Conducted by the Transportation Safety Institute(TSI), 18 AB-DAR appointees are scheduled to attend. Another course is scheduledfor June 8-10, 2004. Officials are also considering adding another coursedate between January and June. ________________________________________________________________________________

Original Posted By: "Christian Bobka"
Another time-honored method of protecting cross wire bracing fromchafing is to place a micarta disc approximately one inch in diameterbetween the wires where they cross. This disc is usually about 1/16"thick and has some holes drilled in it beside the wires. Then rib lacingcord is threaded through these holes and around the wires to hold thedisc in position. The whole thing is then coated with orange shellac.I have seen this method used on DeHavilland Moths, etc. and used iton my Pietenpol for the cabane wires and the wire bracing betweenthe lift struts. It would be fine for drag/antidrag wires, also. (I used1/8"cable with turnbuckles for all such bracing; turnbuckles were not veryexpensive in the late 1960's when I bought mine.)Graham Hansen (Pietenpol CF-AUN in freezing Alberta)________________________________________________________________________________

Original Posted By: "Robert Haines"
But if you make the engine forward, the tail volume requirement will change.Moving the engine forward would destabilize in the vertical axis due to theincreased vertical surface area forward of the CG. This needs to becountered with more of the quantity (surface area of the what is addedforward of the CG) x (mean distance forward of the CG the area is added)added aft of the CG.For instance, you move the firewall forward by 4" and then you build a cowlfor the A-65 forward of that. The A-65 on a motor mount is lonbger than theFord Model A installation. The end result is that you add about 8" morelength forward of the CG. This is 24" high so 192 sq in is added, say, anaverage 38" forward of the CG. So you have to add 192 x 38 = 7296 cu. in.aft of the CG. I am not looking at drawings, just throwing numbers out foran example. So you add more vertical stabilizer area 130" aft of the CG tocounter. The amount to add is 7296/130 = 56 sq in. You would have to add2" to the chord of the 30" high vertical stabilizer to counter the addeddestabilizing area up front. And this weighs something 130" aft of the CG,which has a large effect on CG etc etcChris Bobka----- Original Message -----

Original Posted By: walt evans
"If the wheel location was too far forward, wouldn't it show up in the rollout?"Walt,Why have you been asking for instructions on how to land, then?Chris ----- Original Message -----

Original Posted By: Rick Holland
Rick,I would like to see the numbers too but I need some actual wieghts of a ship onthe scales with good measurement data on seat location, fuel location, etc.If you do a weighing with the plane empty, then adding fuel, then oil, then pilot,then passenger then bags, you can calculate the exact postion inches fromthe datum of each thing you add so that you have really good numbers. We needsome really good numbers.By late spring, I should have participated in Greg and Dales' Piet W and B as wellas Dick Navratil's so I will have good data.Chris ----- Original Message -----