Brodhead Pietenpol Association

Original Posted By: Jim Markle

Original Posted By: owner-pietenpol-list-server(at)matronics.com
JeffI did several for the Big Piets for airshow displays. If you can do theartwork, I can print you some tomorrow say 18"x24" or 24"x36"I enclosed apic of some I did for the Epps Bi-Plane display. Let me know.Barry Davis770-834-8900 -----Original Message-----

Original Posted By: "gcardinal"
Hello Jeff,Frankly, your take-offs and climb-outs looked fine to me because you didn't haul it off the ground at low speed and seemed to have lots of speed during the climb-out. As Graham Hewett observed, a camera (even a new one!) can create an illusion depending on the camera's location relative to the action. From your posting, it is evident that you are keenly aware of the draggy nature of the Pietenpol and are handling it accordingly.Your Piet seems to accelerate in a spritely manner, as does mine with a C85 Continental up front. When I first flew it (39 years ago on November 15th), it was powered by a Continental A65. At our elevation of about 2400 feet, its performance with an adult passenger on a hot day was marginal, and it needed to be flown very carefully. The C85 is a vast improvement, but I continually remind myself that whatever you had up front doesn't make any difference when the engine quits. Zero is zero and it is "deadstick" time. Therefore, I tend to be very conservative by climbing out at about 70 mph, unless I have to clear obstacles. With the A65 I had to climb at about 60 mph because the cruise speed was only in the low seventies. With the C85, the climb is still good even at 70+ and I would have adequate speed for control and extra time to lower the nose should the engine decide to take the rest of the day off. (Of course, in this area there are lots of grain fields and our airstrip has clear approaches so I don't really have to claw for altitude right after taking off.) During the early 1950s I worked in the north as an aircraft mechanic for 4 1/2 years and had the good fortune to do a lot of flying with three veteran bush pilots who, all of them, had flown Spitfires in combat. I had a private pilot licence then and learned a lot about flying technique and weather from them--which was invaluable later on when I became a commercial pilot. I learned from them and others that if you stall, you lose control---and when you lose control, you die. During the initial climb-out you will not have sufficient altitude to do much and if you are also low on airspeed/kinetic energy, you may stall if the engine suddenly fails. Having extra airspeed means a lower angle of attack and is "money in the bank", so to speak. It is far better to be able to fly the airplane into the treetops under control and lose the airplane, than to stall and lose everything.I remember examining the wreckage of a Cessna 180 that had an engine failure at low altitude over solid bush. The cabin section was the largest part remaining and all four (there may have been five!)occupants walked away because the pilot maintained airspeed and control. And I remember the Taylorcraft pilot who was killed because he tried to turn back to the airstrip after his engine failed, stalled and spun in. Even then, he probably would have survived had he been wearing shoulder harness because the airplane wasn't all that badly damaged. Ironically, he had plenty of room in the field ahead and didn't need to try to turn back! A DH Beaver floatplane pilot I knew died when he tried to save the airplane after the engine failed (from fuel contamination) shortly after taking off from a lake, and stalled. Had he put it down on the rocks under control, they would have survived and the airplane (not the floats) may have been salvageable. Anyway, this old guy (I'll be 81 next month) will continue to abide by the ancient aeronautical dictum:"Always maintain thine airspeed lest the ground arise and smite thee."My $0.02---but that isn't worth much anymore!Cheers, Graham Hansen (Pietenpol CF-AUN in Alberta, Canada)________________________________________________________________________________

Original Posted By: "Douwe Blumberg"
7' of 5/8" cord. 3 wraps will do it. Hose clamps are perfectly acceptable. Use heat shrink tubing on the ends of the cord to keep them from fraying.Greg C.----- Original Message -----

Original Posted By: airlion

Original Posted By: "K5YAC"
You may have to rotate this photo's for proper orientation, then use your softwareto zoom in for a better view... These photo's are of the construction ofthe one piece wing. 1966 Bernard Pietenpol. Note the small block located on thetop of the spar next to the end rib, Bernard located an eye hook at the endof each spar so that he could connect the one piece wing to a pulley system thathe used to lower or raise the wing in order to attach it to the fuselage.He could accomplish this without any assistance. The pulley system can be seenat the Pietenpol Hanger at the Pioneer Airport in Oshkosh. He really was agenius... Hope you enjoy the pictures.Dan WilsonAustin, MinnesotaRead this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/dan1 ... ___Subject: Pietenpol-List: Re: Upper Flying Strut Fitting, Possibe Plans Error

Original Posted By: Robert Ray
Cool photos! Thanks for sharing.--------Mark - working on wingsRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Thu, 12 Nov 2009 04:02:57 -0500Subject: Re: Pietenpol-List: splash page for Piets at Fly-Ins

Original Posted By: Jim Markle
Thanks for nice photos.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Thu, 12 Nov 2009 07:44:59 -0600 (GMT-06:00)

Original Posted By: "dwilson"
Okay, armchair landing coaches, here's the link:http://www.youtube.com/watch?v=xe0H0dqCZuELet the critique begin. Corky's comment was:"pull the stick back into your gut and keep it there".Oscar ZunigaAir Camper NX41CCSan Antonio, TXmailto: taildrags(at)hotmail.comwebsite at http://www.flysquirrel.net ________________________________________________________________________________Subject: Pietenpol-List: Re: Upper Flying Strut Fitting, Possibe Plans Error

Original Posted By: "Gene & Tammy"
If you ever get the opportunity to visit the Fillmore County Historical Museumin Fountain, Minnesota you can visit part of Bernard's shop. Many of the machinetools from his workshop are in the museum. There are two Aircampers and aSkyscout along with many artifacts from his home, workshop and life in CherryGrove, Minnesota. It is a real treasure for anyone interested in the historyof Mr. Pietenpol and the development of the Aircamper. Hey, remember Orrin Hoopmanwas just a kid when he started hanging around Bernard's workshop. Whodo you think provided the encouragement? I am sure Vi Kapler could tell youstories about kids hanging around Cherry Grove just for the chance to get a ridein that airplane with an automobile engine. Yea! you can dream...DWRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: "Oscar Zuniga"
I vote "Good Landing" (Ya got to use the plane again, didn't ya?)GeneN502R in Beautiful West Tennessee----- Original Message -----

Original Posted By: Michael Perez
Any landing you can walk away from is a good one, at least according to my CFIback around 1995. By that measure, all of my landings were good ones. And Inever bent the airplane, so that's just icing on the cake.Billy McCaskillUrbana, IL/Baker, LAtail feathers nearly doneRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Thu, 12 Nov 2009 16:56:39 -0800 (PST)