Original Posted By: Douwe Blumberg
Hello. I am also planning on using an A in my Piet. I have the plane all framedup and several engines to work with but no actual modifications to enginesyet. Please send me your A info if you have a chance.Thanks, Mac in Oregon ----- Original Message -----
Pietenpol-List: model A engine costs
Pietenpol-List: model A engine costs
Original Posted By: "Rick Holland"
Mark,After much research, I am going the Model A route, but be warned, it is anythingbut a clear issue.As you delve into the flying history of the A on Piets, you'll find some very successfulinstallations and then lots of unsuccessful installations. You'll alsohear lots of strong opinions from people who have never worked or flown them.It gets hard to know who to listen to.I decided the only way to get the straight scoop was to track down as many peoplewho actually flew them and compile a list of thier experiences. To date Ihave interviewed about 12 people who have actual flying experience with A's.What was interesting was what often lay behind the problems was not the engine,for example Ken Perkins' engine. He's had three major problems, including twoquits. The first one was due to a bad babbit job which came apart and brokea rod ( the engine kept chugging away). The second was a broken crank, whichbroke because he had welded it twice to get it up to specs (a NONO). The mostrecent was due to an aircraft certified magneto. So, were these problems dueto the engine? I didn't run across many broken cranks (none besides Ken's). I will say that MOSTof the problems were accessory related like carburation (#1), mags (usuallyaircraft mags), mag housing problems etc. Also lots of problems due to mistakesmade in design or maintenence (like flying around with two sheared prop bolts!)Anyways, the A is a very tough, overbuilt engine. If built up well, followingthe plans, with lots of care given to the carburation and accessories, they canbe successful, but they have also caused many headaches for people who havegiven up. Regarding power, I spoke with guys who flew two people all the time on hot days.I also spoke with many guys who could barely stagger into the air on a hotday solo. There seems to be many variables. I think it is safe to say that agood running A will fly the plane fine, but you won't be overpowered, and youbetter keep the weight down. Remember, these designs required a different kindof flying than a modern highly-powered design, you just don't have the extrapower, you've got to let it fly itself.Regarding money, I really overspent on my job. I had most of the work done forme because I wanted to finish my plane and I'm not much of an engine guy. Ialso went down some wrong tracks which ended up costing money. I've also donethings like installed two mags, which REALLY adds to the cost (price two newmagnetos these days!). But I know guys like Larry Williams who were very smartabout what they did and ended up with nice reliable units for decent prices.I'd say realistically that you'll pay between 2,000 to 6,000 depending on how muchyou do and the decisions you make regarding babbit/inserts, dual mags, etc.If you'd like to see my A journal, email me and I'll shoot you a copy.Douwe________________________________________________________________________________Date: Mon, 20 Mar 2006 07:48:48 -0700
Mark,After much research, I am going the Model A route, but be warned, it is anythingbut a clear issue.As you delve into the flying history of the A on Piets, you'll find some very successfulinstallations and then lots of unsuccessful installations. You'll alsohear lots of strong opinions from people who have never worked or flown them.It gets hard to know who to listen to.I decided the only way to get the straight scoop was to track down as many peoplewho actually flew them and compile a list of thier experiences. To date Ihave interviewed about 12 people who have actual flying experience with A's.What was interesting was what often lay behind the problems was not the engine,for example Ken Perkins' engine. He's had three major problems, including twoquits. The first one was due to a bad babbit job which came apart and brokea rod ( the engine kept chugging away). The second was a broken crank, whichbroke because he had welded it twice to get it up to specs (a NONO). The mostrecent was due to an aircraft certified magneto. So, were these problems dueto the engine? I didn't run across many broken cranks (none besides Ken's). I will say that MOSTof the problems were accessory related like carburation (#1), mags (usuallyaircraft mags), mag housing problems etc. Also lots of problems due to mistakesmade in design or maintenence (like flying around with two sheared prop bolts!)Anyways, the A is a very tough, overbuilt engine. If built up well, followingthe plans, with lots of care given to the carburation and accessories, they canbe successful, but they have also caused many headaches for people who havegiven up. Regarding power, I spoke with guys who flew two people all the time on hot days.I also spoke with many guys who could barely stagger into the air on a hotday solo. There seems to be many variables. I think it is safe to say that agood running A will fly the plane fine, but you won't be overpowered, and youbetter keep the weight down. Remember, these designs required a different kindof flying than a modern highly-powered design, you just don't have the extrapower, you've got to let it fly itself.Regarding money, I really overspent on my job. I had most of the work done forme because I wanted to finish my plane and I'm not much of an engine guy. Ialso went down some wrong tracks which ended up costing money. I've also donethings like installed two mags, which REALLY adds to the cost (price two newmagnetos these days!). But I know guys like Larry Williams who were very smartabout what they did and ended up with nice reliable units for decent prices.I'd say realistically that you'll pay between 2,000 to 6,000 depending on how muchyou do and the decisions you make regarding babbit/inserts, dual mags, etc.If you'd like to see my A journal, email me and I'll shoot you a copy.Douwe________________________________________________________________________________Date: Mon, 20 Mar 2006 07:48:48 -0700
Pietenpol-List: model A engine costs
Original Posted By: Matt Dralle
Re: Pietenpol-List: model A engine costs
Original Posted By: Rcaprd(at)aol.com
Subject: Re: Pietenpol-List: model A engine costs In a message dated 3/21/2006 11:40:13 AM Central Standard Time, macz(at)macsells.com writes:Hello. I am also planning on using an A in my Piet. I have the plane all framed up and several engines to work with but no actual modifications to engines yet. Please send me your A info if you have a chance.Thanks, Mac in OregonI have a page on my web site that is dedicated to my experience with the Model A engine. Lots of pictures.http://nx770cg.com/ModelAEngine.htmlChuck G.NX770CG________________________________________________________________________________
Subject: Re: Pietenpol-List: model A engine costs In a message dated 3/21/2006 11:40:13 AM Central Standard Time, macz(at)macsells.com writes:Hello. I am also planning on using an A in my Piet. I have the plane all framed up and several engines to work with but no actual modifications to engines yet. Please send me your A info if you have a chance.Thanks, Mac in OregonI have a page on my web site that is dedicated to my experience with the Model A engine. Lots of pictures.http://nx770cg.com/ModelAEngine.htmlChuck G.NX770CG________________________________________________________________________________
RE: Pietenpol-List: Added tailwheel pics to my Yahoo
Original Posted By: "Phillips, Jack"
Subject: Re: Pietenpol-List: Added tailwheel pics to my YahooIn a message dated 3/21/2006 3:42:41 PM Central Standard Time, waltdak(at)verizon.net writes:Chuck,I built the long fuse. It's been awhile, but I think the swing arm is the same print for both. Maybe not. Just know that after my mods, I don't have toworry about the tail.walt evansNX140DLPS Chuck, Your video was great. Got a real kick out of it!Walt,I didn't realize there was different length swing arms for the two different lengths fuselages either, until Brodhead '04 when I was looking over Larry W. award winning Model A Pietenpol. He pointed out that that's the reason for the cross bar between the Vee, up close to where the pivot mount is, is becausethe swing arm would twist without it. I've never seen any drawings of the longer one.Chuck G.NX770CGp.s. Prop rework is complete, but I still have to complete my Condition Inspection. Too cold to fly, but I'm getting real ansey to get back in the air!!________________________________________________________________________________Subject: RE: Pietenpol-List: Added tailwheel pics to my YahooDate: Tue, 21 Mar 2006 18:25:27 -0500
Subject: Re: Pietenpol-List: Added tailwheel pics to my YahooIn a message dated 3/21/2006 3:42:41 PM Central Standard Time, waltdak(at)verizon.net writes:Chuck,I built the long fuse. It's been awhile, but I think the swing arm is the same print for both. Maybe not. Just know that after my mods, I don't have toworry about the tail.walt evansNX140DLPS Chuck, Your video was great. Got a real kick out of it!Walt,I didn't realize there was different length swing arms for the two different lengths fuselages either, until Brodhead '04 when I was looking over Larry W. award winning Model A Pietenpol. He pointed out that that's the reason for the cross bar between the Vee, up close to where the pivot mount is, is becausethe swing arm would twist without it. I've never seen any drawings of the longer one.Chuck G.NX770CGp.s. Prop rework is complete, but I still have to complete my Condition Inspection. Too cold to fly, but I'm getting real ansey to get back in the air!!________________________________________________________________________________Subject: RE: Pietenpol-List: Added tailwheel pics to my YahooDate: Tue, 21 Mar 2006 18:25:27 -0500
Pietenpol-List: Added tailwheel pics to my
Original Posted By: Kip and Beth Gardner