Original Posted By: "BYD"
I couldn't take it any more, and wanted to make sure everything went well so Icalled the FBO at Poplar Grove. Sounds like Dan had a great day and flew *a lot*!!!Dan, after your victory celebration, fill us poor folks in!!!Dan (one of the other ones)-- yocum(at)gmail.com________________________________________________________________________________Subject: Pietenpol-List: Spark plug
Pietenpol-List: Spark plug
Pietenpol-List: Re: Spark plug
Original Posted By: "Pieti Lowell"
Seeking recommendations for spark plug type to use with Vertex drop in magnetoon Model-A Piet.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Spark plug
Seeking recommendations for spark plug type to use with Vertex drop in magnetoon Model-A Piet.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Spark plug
Original Posted By: "Gary Boothe"
I have similar inserts, and use a long reach, non resister. hot with a gap of .018"no more with a mag. I have tried Champs, AC, BOTH WORK WITH A platinum ELECTRODE.I ran these for four years with no problem.Tried short reach plugs and got a miss at 2200.Pieti LowellRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
I have similar inserts, and use a long reach, non resister. hot with a gap of .018"no more with a mag. I have tried Champs, AC, BOTH WORK WITH A platinum ELECTRODE.I ran these for four years with no problem.Tried short reach plugs and got a miss at 2200.Pieti LowellRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Pietenpol-List: Re: Spark plug
Original Posted By: "BYD"
Whoo hoo!Congrats Dan!!-- yocum(at)gmail.comOn Jun 26, 2010, at 8:17 PM, helspersew(at)aol.com wrote:> So l lined up with the end of the grass runway 27 at Poplar Grove at 6:30 am, safety crew at the ready. Winds were dead calm after the squall lines had passed about two hours before. A distinct line of "clear" was moving our way from the northwest. It was just me and machine, pockita-pockita-pockita-pockita....... lowered my head and said a quick prayer, then gave her the gun. She slowly accelerated, raised the tail at 200 ft.,.. got to the top of the crest and a little back pressure, and we were flying. Climb-out was brisk and I was at 600 ft. before I came to my senses and came back to focus on what I was supposed to be concentrating on. Couldn't hardly believe what was happening myself. Tried to stay right over the airport just in case. Round and round and round....left turns I was sure she could do. The machine is good, she flies fine like an airplane should. I was holding considerable back pressure just to keep her level with the horizon. Adjusted my elevator trim and it helped a little, but not nearly enough. My mind was racing... can't figure out why I am nose heavy, when I calculated that the CG would be only 2" in front of the most aft CG limit. At any rate, I finally got tired of doing circles and gathered my courage to attempt the first landing. By that time it became very apparent that my airspeed indicator was reading way too low. 45 MPH in level flight. So on my approach I could not depend on it and could only go by instincts, experience, and the singing of the wires. For this reason I came in purposefully high and fast, figuring I could depend on the good 'ol Piet to do its draggy thing to get me slow and down after I chopped the throttle. Proceeded in that vein and when I was sure I could make the field I chopped power to idle....and she sputtered and went quiet!!!! My first dead-stick ever. Landed about 3 ft. AGL and dropped her in, but all was OK. Coasted over toward the crowd and stopped short, the prop as still as a corpse. One of the wise guys in the crew yells out "could you bring her over a bit closer?".... There is always one.> > So I climbed out, and congratulations were given and accepted all around. A major milestone indeed, but only the beginning of "Phase II". Adjusted the idle speed up a little, but in my gut I knew that it wasn't the solution. The A was running perfectly on the ground in all parameters, but not in flight. So I taxied down again and took off, again successfully with plenty of power and pull. Noticed that I was discharging some water out of the overflow during climb-out and when I throttled back it subsided. Water temps were about 185 first flight, and a little higher in each subsequent flight. I surmised that this was from me losing a little water each climbout. So there I went, mostly left turns, with an occasional right thrown in, but always directly over the field. Four t-offs and landings in all, and flight time was about two hours in all, that outing. Went back to base and discussed engine problem with the Model A car Guru that lives behind. He was puzzled by the whole thing. Symptoms were, when in level flight everything was normal, but when I throttled back to almost the idle stop, she begins to sputter and would surely quit each time, if I didn't goose it a bit. On the ground, I called Douwe and had a discussion about same. He told me to raise the tail on the ground (as in flight) to see if I could duplicate the problem. Could not duplicate it in any fashion, as she ran perfect in every way.> > Noticed another problem, a pretty substantial oil leakage. It was enough that I did not feel I could continue to fly it that way without an attempted fix. So at the present time, I have the prop and cowls removed, to try to isolate this big leak. I will clean it all up sparkly, and the spray some foot powder all over the suspected areas. Will run it without cowls for a few minutes to detect leakage areas. At least then I will know what I am up against on that front.> > Then Douwe calls me back and tells me that he suspects it was carb ice. This makes sense to me, because I never ran it at high RPMS for that long on the ground for any ice to form. I did for sure see a lot of condensation on the intake manifold in flight, enough so that it kept spraying onto my windscreen. Now what to try I don't know. I have one of those perpetual carb heat cans a-la Ken Perkins. Inside the can I have 1/2" diameter springs wound around the #1 exhaust stack, to pick-up the heat and transfer it to the intake air. Any Ideas?> > So it was a good day. I proved that my airplane flies. I proved that I could fly it and land it. Now on to fixing the probs. The oil leaks are the big thing.> > Dan Helsper> Poplar Grove, IL.> > > ============================================================================================================================================> ________________________________________________________________________________Subject: Pietenpol-List: Re: Spark plug
Whoo hoo!Congrats Dan!!-- yocum(at)gmail.comOn Jun 26, 2010, at 8:17 PM, helspersew(at)aol.com wrote:> So l lined up with the end of the grass runway 27 at Poplar Grove at 6:30 am, safety crew at the ready. Winds were dead calm after the squall lines had passed about two hours before. A distinct line of "clear" was moving our way from the northwest. It was just me and machine, pockita-pockita-pockita-pockita....... lowered my head and said a quick prayer, then gave her the gun. She slowly accelerated, raised the tail at 200 ft.,.. got to the top of the crest and a little back pressure, and we were flying. Climb-out was brisk and I was at 600 ft. before I came to my senses and came back to focus on what I was supposed to be concentrating on. Couldn't hardly believe what was happening myself. Tried to stay right over the airport just in case. Round and round and round....left turns I was sure she could do. The machine is good, she flies fine like an airplane should. I was holding considerable back pressure just to keep her level with the horizon. Adjusted my elevator trim and it helped a little, but not nearly enough. My mind was racing... can't figure out why I am nose heavy, when I calculated that the CG would be only 2" in front of the most aft CG limit. At any rate, I finally got tired of doing circles and gathered my courage to attempt the first landing. By that time it became very apparent that my airspeed indicator was reading way too low. 45 MPH in level flight. So on my approach I could not depend on it and could only go by instincts, experience, and the singing of the wires. For this reason I came in purposefully high and fast, figuring I could depend on the good 'ol Piet to do its draggy thing to get me slow and down after I chopped the throttle. Proceeded in that vein and when I was sure I could make the field I chopped power to idle....and she sputtered and went quiet!!!! My first dead-stick ever. Landed about 3 ft. AGL and dropped her in, but all was OK. Coasted over toward the crowd and stopped short, the prop as still as a corpse. One of the wise guys in the crew yells out "could you bring her over a bit closer?".... There is always one.> > So I climbed out, and congratulations were given and accepted all around. A major milestone indeed, but only the beginning of "Phase II". Adjusted the idle speed up a little, but in my gut I knew that it wasn't the solution. The A was running perfectly on the ground in all parameters, but not in flight. So I taxied down again and took off, again successfully with plenty of power and pull. Noticed that I was discharging some water out of the overflow during climb-out and when I throttled back it subsided. Water temps were about 185 first flight, and a little higher in each subsequent flight. I surmised that this was from me losing a little water each climbout. So there I went, mostly left turns, with an occasional right thrown in, but always directly over the field. Four t-offs and landings in all, and flight time was about two hours in all, that outing. Went back to base and discussed engine problem with the Model A car Guru that lives behind. He was puzzled by the whole thing. Symptoms were, when in level flight everything was normal, but when I throttled back to almost the idle stop, she begins to sputter and would surely quit each time, if I didn't goose it a bit. On the ground, I called Douwe and had a discussion about same. He told me to raise the tail on the ground (as in flight) to see if I could duplicate the problem. Could not duplicate it in any fashion, as she ran perfect in every way.> > Noticed another problem, a pretty substantial oil leakage. It was enough that I did not feel I could continue to fly it that way without an attempted fix. So at the present time, I have the prop and cowls removed, to try to isolate this big leak. I will clean it all up sparkly, and the spray some foot powder all over the suspected areas. Will run it without cowls for a few minutes to detect leakage areas. At least then I will know what I am up against on that front.> > Then Douwe calls me back and tells me that he suspects it was carb ice. This makes sense to me, because I never ran it at high RPMS for that long on the ground for any ice to form. I did for sure see a lot of condensation on the intake manifold in flight, enough so that it kept spraying onto my windscreen. Now what to try I don't know. I have one of those perpetual carb heat cans a-la Ken Perkins. Inside the can I have 1/2" diameter springs wound around the #1 exhaust stack, to pick-up the heat and transfer it to the intake air. Any Ideas?> > So it was a good day. I proved that my airplane flies. I proved that I could fly it and land it. Now on to fixing the probs. The oil leaks are the big thing.> > Dan Helsper> Poplar Grove, IL.> > > ============================================================================================================================================> ________________________________________________________________________________Subject: Pietenpol-List: Re: Spark plug
Pietenpol-List: Re: couple of new guy questions... Corvair engines
Original Posted By: "j_dunavin"
Thanks. I noticed that the adapters would need a long reach design - when it'sconvenient, could you supply a Champ number that you use? Thanks again.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: couple of new guy questions... Corvair engines
Thanks. I noticed that the adapters would need a long reach design - when it'sconvenient, could you supply a Champ number that you use? Thanks again.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: couple of new guy questions... Corvair engines
Original Posted By: Ryan Mueller
Not to beat this to death, or over question this, I honestly just want to know:Do i HAVE to have the long throw crank, and a post 65 110hp no smog engine?My buddy's dad said i could have a Z block with a not "desirable" head serial number.But if I did a head job, and a proper intake exhaust, ign, ect. Why would thisparticular engine not work?Again he is going to give it to me! And I doubt that our piet would get abusedreal hard. Thanks for all the info guys!JoeRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Not to beat this to death, or over question this, I honestly just want to know:Do i HAVE to have the long throw crank, and a post 65 110hp no smog engine?My buddy's dad said i could have a Z block with a not "desirable" head serial number.But if I did a head job, and a proper intake exhaust, ign, ect. Why would thisparticular engine not work?Again he is going to give it to me! And I doubt that our piet would get abusedreal hard. Thanks for all the info guys!JoeRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Re: Pietenpol-List: Re: couple of new guy questions... Corvair engines
Original Posted By: "Jack Phillips"
If he is going to give you the core, then go ahead and take it. There are enoughusable parts otherwise, I'm sure it won't be a complete waste. If nothing elseit's some good practice at tearing down a core.You must have an engine with a forged crankshaft, and there are some engines thatwill have usable bottom ends but unusable heads. This is not some punitivemeasure meant to cost you more money....they are either suitable or they are not.If you were going to acquire and overhaul an A-65, you would need to buy a manualto ensure you are following the best methods and practices. In my opinion ifyou are going to overhaul a Corvair for aircraft use then you need to buy WilliamWynne's manual, as it provides the info you need to turn your core intoa reliable aircraft engine.Ryan Sent from my iPadOn Jun 27, 2010, at 12:39 AM, "j_dunavin" wrote:> > Not to beat this to death, or over question this, I honestly just want to know:> Do i HAVE to have the long throw crank, and a post 65 110hp no smog engine?> My buddy's dad said i could have a Z block with a not "desirable" head serialnumber. > But if I did a head job, and a proper intake exhaust, ign, ect. Why would thisparticular engine not work?> > Again he is going to give it to me! And I doubt that our piet would get abusedreal hard. > Thanks for all the info guys!> Joe> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 650#302650> > > > > > > > > > ________________________________________________________________________________
If he is going to give you the core, then go ahead and take it. There are enoughusable parts otherwise, I'm sure it won't be a complete waste. If nothing elseit's some good practice at tearing down a core.You must have an engine with a forged crankshaft, and there are some engines thatwill have usable bottom ends but unusable heads. This is not some punitivemeasure meant to cost you more money....they are either suitable or they are not.If you were going to acquire and overhaul an A-65, you would need to buy a manualto ensure you are following the best methods and practices. In my opinion ifyou are going to overhaul a Corvair for aircraft use then you need to buy WilliamWynne's manual, as it provides the info you need to turn your core intoa reliable aircraft engine.Ryan Sent from my iPadOn Jun 27, 2010, at 12:39 AM, "j_dunavin" wrote:> > Not to beat this to death, or over question this, I honestly just want to know:> Do i HAVE to have the long throw crank, and a post 65 110hp no smog engine?> My buddy's dad said i could have a Z block with a not "desirable" head serialnumber. > But if I did a head job, and a proper intake exhaust, ign, ect. Why would thisparticular engine not work?> > Again he is going to give it to me! And I doubt that our piet would get abusedreal hard. > Thanks for all the info guys!> Joe> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 650#302650> > > > > > > > > > ________________________________________________________________________________