Brodhead Pietenpol Association

Original Posted By: "Boatright, Jeffrey"
Chris-forgive me if this has already been covered but your rear cabane strut is one inch shorter than the front strut yes as the plans show?I agree with Gene that moving the wing forward should help but your 25 pound bags of shot next to you in the rear seat should be (one at a timeas you say) a very good experiment.You're probably one of the few Pietnpol pilots who actually has a very decent, even possibly a low, body mass index! I'd gladly fly your Pietenpolaround to let you know what 210 pounds in the rear seat will do for your stick/CG forces:) !You are doing GREAT. Your plane is stunningly beautiful, you are breaking great new ground with that Mitsubishi engine, and your video is excellentand I'm sure it will inspire those new to the list to keep on building!Mike C.OhioPS- I can send you my diet plan if you like...... !https://www.youtube.com/watch?v=o02X2V7 ... __________

Original Posted By: Dan Yocum
I am pulling the plug on my 2014 flight to Brodhead and Oshkosh. We=92ve had a serious setback at work, an administrative self-inflicted wound that is badly affecting my program (over half the income to the lab). I can=92t be away from the group until it=92s resolved, and that doesn=92t look to be happening any time soon. I=92m probably going to have to pull the plug on a professional trip that was also planned for this month, so this isn=92t just affecting =93play time."Big, big bummer.You guys have a great time and please send photos, movies, and commentary!Sent from an iPhone with a spelling problemOn Jun 30, 2014, at 10:00 AM, "woodflier" > wrote:I'm planning on flying my Piet up from Virginia, leaving Wednesday, the 23rd and arriving Thursday or Friday, depending on weather.Are there any plans to fly a group of Piets on Sunday to Oshkosh. I'm in for that.Matt PaxtonNX629ML________________________________This e-mail message (including any attachments) is for the sole use ofthe intended recipient(s) and may contain confidential and privilegedinformation. If the reader of this message is not the intendedrecipient, you are hereby notified that any dissemination, distributionor copying of this message (including any attachments) is strictlyprohibited.If you have received this message in error, please contactthe sender by reply e-mail message and destroy all copies of theoriginal message (including attachments).________________________________________________________________________________Date: Wed, 02 Jul 2014 12:58:26 -0500

Original Posted By: Boatright, Jeffrey
Jeff, I'm sorry you can't make it. Have you ever been to the Triple Tree Fly-In in South Carolina. I went last year, good time and by September maybe your issues will be fixed. That 7000' grass runway is like a putting green. I may try that in the Piet this year. Matt PaxtonFairfield, VANX629ML-----Original Message-----

Original Posted By: Boatright, Jeffrey > wrote:Jeff, I'm sorry you can't make it. Have you ever been to the Triple Tree Fly-In in South Carolina. I went last year, good time and by September maybe your issues will be fixed. That 7000' grass runway is like a putting green. I may try that in the Piet this year.Matt PaxtonFairfield, VANX629ML-----Original Message-----

Original Posted By: Steven Dortch
Subject: Re: Pietenpol-List: Re: Brodhead light this year

Original Posted By: "Chris Rusch"
HI Mike,Well......first off that not me in the pilot seat, it my mentor test pilot, hevery skilled in T/W airplanes. He is only about 150......me, im with the majorityat 205. that is what we are trying the weight sacks first before moving thewing or anything drastic.I am using the riblet, so my cabanes are equal length. There was a post about thissubject and it shows that the if you lay out the wing incidence, the ribletcabane should be 11/16 shorter in the rear to get the 2deg angle of incidence.if the sand bags don't help, that's what im going to do.Thanks for the nice comments! I still want to try a shorter prop and get the RPM'sup more into the power band, but its working fine with the 76 incher I haveon there.Chris--------NX321LRNow test flying!!Mitsubishi PoweredRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: ###4th FLIGHT###

Original Posted By: "Boatright, Jeffrey"
That's the part that is kinda baffling as the weight and balance is perfect......weare going to add weight to match a 200 lb guy in the back and see what happens.If then no improvement, its shorter cabanes and possibly shift the wingback forward.--------NX321LRNow test flying!!Mitsubishi PoweredRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: "jarheadpilot82"
Chris,Congratulations on getting your bird flying. I just read over your notes and wouldlike to share some thoughts. Forgive me in advance if I missed anything yousaid, but here are some thoughts:15.9" is not having the CG too far forward. I have plenty of time flying in thatrange, and as Mike G pointed out, the plane has normal handling there. As theplans note, the acceptable range is 15" to 20". If you are in this range andthe plane does not have normal behavior, it is likely something else. If you have a good electronic scale W&B, it is a very easy matter to do an exactcalculation to know exactly where the CG will be with a 205 pound pilot. Ifyou have any trouble with this, send me the data privately, and I will do itfor you. The whole point to our previous work is so people can do a calculation,and not guess nor estimate. I can not say for sure without numbers, but thereis a very good chance that a 15.9"/150lb pilot plane will still be in CG witha 205 pound pilot.If you load up the plane and move the CG back and it flies better at say 19.8",this doesn't mean that the 'problem' has been corrected. It is possible in riggingto have the illusion that the condition is 'fixed', when it has just beenmasked. If the incidence is not correct, but this is less noticeable with theCG aft, that doesn't constitute a solution, just a mask.If your plane has a different airfoil, than the best advice is going to come froma guy who not only has time with your airfoil, but also the standard one. Youneed to contact PF Beck and Don Harper. Both their planes fly well, they havemotors in your weight category, PF would box as a welterweight, Don as a superWelterweight. (147 and 154 lbs) PF's has the Std. airfoil, Don the Ribblett.Get on the phone with them and ask about their CG, and also the rigging onDon's plane, including the incidence and the position of the horizontal stab.Get a smart level, and measure the stuff in degrees, and listen to the man flyingthe combination, not the theory of what it should be.A few guys mentioned 'twisted' stabilizers. Am I reading the correctly? or is thecomment really about the incidence of the stabilizer? Twist to me implies washin or wash out on a wing, I am not used to calling anything in the tail twisted.I bring this up because other people may also not be getting the comment.A little work on calculation and direct research with people flying the same airfoilin a similar plane is a whole lot less work than following any suggestionto move the wing some random amount. If, after investigation, it turns out thatthe wing does need to be moved, I can also show you the exact calculationto hit your new target CG right on. That is more complicated than a normal calculation,but the CG articles we did, available from Doc Mosher, walk you throughit step by step.My neighbors 200HP Glasair only did 160mph with full aft stick on its first flight;3 people from the EAA chapter all claimed the CG was wrong. Actual issue?LE of the stabilizer was off by 5/8". Corrected, the plane does 240 mph. 601XLcame to our hangar 2007, aircraft could not be effectively trimmed. Builderwas told it was a CG issue by several people. In reality, stabilizer was off by1.5 or 2 degrees. Corrected the plane flew very well. I have a lot of storieslike this, do some research and your plane will get squared away shortly. Followsomeone's guess and go on a wild goose chase. Take your pick.Hope to see many of you at Brodhead.William WynneRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Chris Rusch stick-nose heavy conditioin

Original Posted By: shad bell
Chris,A couple of questions come to mind-1. How did you weigh your aircraft? Was it actual aircraft scales? Using somethinglike 3 sets of bathroom scales can be extremely error-filed.2. Did somebody else check your W&B computations? Not to say that you don't knowhow to do a weight and balance sheet, but I would not feel bad if someone checkedmy work if I was having W&B issues.3. Have you read William Wynne's series of articles on Pietenpol weight and balance?I think that they are well written and are backed up by some real numbers,as opposed to guesswork.4. Did you mention where your cabanes are set? Straight up? Aft? How far? AlthoughI am still building, it would seem to me that cabane height and angle of incidenceare not your issues.If you need the W&B articles let me know.--------Semper Fi,Terry HandAthens, GAUSMC, USMCR, ATPBVD DVD PDQ BBQRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Wed, 2 Jul 2014 22:18:19 -0700

Original Posted By: "tools"
Hello,I am connecting the cables, tubes, roads and everything to the engine, but I havea doubt about the primer... where do I have to connect it?, to each cylinderport or to the manifold above the carburator?.. In winter temperatures in themorning are general above above 5 degrees Celsius (41 F) , and I don't planto fly with this temp.I supouse is better in each cylinder, but simpler just in one place.You who have this engine, what do you recomend to me?By the way, two weeks ago I cover the second wing in a weekend, I cover it, passthe iron, glue reinforces and inspection rings; a very profitable weekend. Ifinish the covering step of the Piet, I have to sew the ribs and ready to paint.paintit.Regards--------Mario GiacummoPhotos here: http://goo.gl/wh7M4Little Blog : http://vgmk1.blogspot.comRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Continental primer connection

Original Posted By: "Chris Rusch"
Either way is fine. However, I've NEVER used my primer, just don't find a needfor it. Not sure I'd even put one in were I doing an initial build.My Piet has it to each cylinder. Have had a couple lines break which is immediatelynoticable in that the engine will backfire. Seems less lines, less breakage...of course the whole engine is affected vs mine which only causes one cylto run lean. So as usual, it seems it'll come down to what makes you feel comfortable. It'sa VERY reliable engine, either method of priming is well tested and has no obviousproblems I know about. I do believe going to each cylinder is consideredsomewhat of a "upgrade" in some circles.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: ###4th FLIGHT###

Original Posted By: "Chris Rusch"
Here are my w/b numbers using digital race car scales--------NX321LRNow test flying!!Mitsubishi PoweredRead this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/img_ ... ___Subject: Pietenpol-List: Re: ###4th FLIGHT###

Original Posted By: "Jack Phillips"
I used 60.5" from the firewall to the bellybutton of the pilot for the arm location.Subtract that from 173.25 an you get 112.75All of the other distances were done using a plump bob with the plane perfectlylevel. I marked all of the locations on the floor and used a tape measure todocument them.--------NX321LRNow test flying!!Mitsubishi PoweredRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: owner-pietenpol-list-server(at)matronics.com
I have my primer going to the intake manifold. I use it any time the planehas sat more than a few hours and the temperature is below 45 F (7 C). Justmakes starting easier.To prevent having vibration casue cracking and leaking, put a loop in thecopper tubing between the last mounting point and the engine (you should dothe same for the oil pressure line). You can see both these lines in thephoto below:Good Luck!Jack PhillipsNX899JPSmith Mountain Lake, Virginia-----Original Message-----