Original Posted By: Warren Shoun
OK, That pretty much explains about the Lycoming.......What about the Cont.100? Don mentions that his plans include the motor-mount for the 65 hp.....what about the 100? Do they use the same mount? Obviously the weight diff can't be substantial, so if I can get a100 for nearly the same price as a 65, shouldn't I go for more bang formy buck? ________________________________________________________________________________
Pietenpol-List: power
Pietenpol-List: Re: power
Original Posted By: Ed0248(at)aol.com
>65 hp.....what about the 100? Do they use the same mount? > Obviously the weight diff can't be substantial, so if I can get a>100 for nearly the same price as a 65, shouldn't I go for more bang for>my buck? Danny- Mike Brusilow has a nice 0-200 powered Piet and it gets out nicely. Don't quote me, but I think the A-65 and 0-200 might use the same case, thus mount. I'm hoping for additional guys to respond foryou though if that's not true. If you want the 65 Cont. it will perform wonderfully for you if you dothe following: Build light, build light, and build light.It might seem fun to have a starter, battery, elect. radios, instrumentsin both cockpits, strobes, etc.....that is, util you find yourself on a hotday trying to clear some wires or trees on takeoff. I realize some guys dorequire radios at their home bases so this isn't a stab at them by any means..just try to keep it light and you'll get some good performance.A sick 65 Cont. isanother thing to avoid if you can. Mike C. 65 hp.....what about the 100? Do they use the same mount? Obviously the weight diff can't be substantial, soif I can get a100 for nearly the same price as a 65, shouldn't I go for more bangformy buck? DannyMacDanny- Mike Brusilow has a nice 0-200 powered Piet and it gets outnicely. Don't quote me, but I think the A-65 and 0-200 might usethe same case, thus mount. I'm hoping for additional guys to respondforyou though if that's not true. If you want the 65 Cont. it will performwonderfully for you if you dothe following: Build light, build light, and build light.It might seem fun to have a starter, battery, elect. radios,instrumentsin both cockpits, strobes, etc.....that is, util you find yourself on ahotday trying to clear some wires or trees on takeoff. I realize someguys dorequire radios at their home bases so this isn't a stab at them by anymeans..just try to keep it light and you'll get some goodperformance.A sick 65 Cont. isanother thing to avoid if you can. Mike C. ________________________________________________________________________________
>65 hp.....what about the 100? Do they use the same mount? > Obviously the weight diff can't be substantial, so if I can get a>100 for nearly the same price as a 65, shouldn't I go for more bang for>my buck? Danny- Mike Brusilow has a nice 0-200 powered Piet and it gets out nicely. Don't quote me, but I think the A-65 and 0-200 might use the same case, thus mount. I'm hoping for additional guys to respond foryou though if that's not true. If you want the 65 Cont. it will perform wonderfully for you if you dothe following: Build light, build light, and build light.It might seem fun to have a starter, battery, elect. radios, instrumentsin both cockpits, strobes, etc.....that is, util you find yourself on a hotday trying to clear some wires or trees on takeoff. I realize some guys dorequire radios at their home bases so this isn't a stab at them by any means..just try to keep it light and you'll get some good performance.A sick 65 Cont. isanother thing to avoid if you can. Mike C. 65 hp.....what about the 100? Do they use the same mount? Obviously the weight diff can't be substantial, soif I can get a100 for nearly the same price as a 65, shouldn't I go for more bangformy buck? DannyMacDanny- Mike Brusilow has a nice 0-200 powered Piet and it gets outnicely. Don't quote me, but I think the A-65 and 0-200 might usethe same case, thus mount. I'm hoping for additional guys to respondforyou though if that's not true. If you want the 65 Cont. it will performwonderfully for you if you dothe following: Build light, build light, and build light.It might seem fun to have a starter, battery, elect. radios,instrumentsin both cockpits, strobes, etc.....that is, util you find yourself on ahotday trying to clear some wires or trees on takeoff. I realize someguys dorequire radios at their home bases so this isn't a stab at them by anymeans..just try to keep it light and you'll get some goodperformance.A sick 65 Cont. isanother thing to avoid if you can. Mike C. ________________________________________________________________________________
Pietenpol-List: power
Original Posted By: Earl Myers
John G wrote:I've ridden in an O-200 ship - Brusilow's - and it is noticeably muchstronger. However, the pilot with which I was hopping gets a nosebleedwhenhe gets much above tree level. Can't say how fast it reallyclimbs.>> Hey John, I did clip a tree once, but that's another story. "Mr Sam"climbs 500ft/min at 60mph with one person. Two people, about 300 ft/minat 50 + mph. Hap Tucker wrote:I would like to know why Mike's engine vapor locked and also had a bentvalve.>>>> Hap you are right. I think the vapor lock was due to the routing ofthe fuel line. The line was routed down the right aft cabane strut, fwdto the firewall, across the firewall to the gascolator on the leftfirewall. This worked well, but I had an engine overheating problem (unrelated to the fuel line ). I discussed this at Brodhead one year. Iwas advised to cut a port in the nose bowl to increase the ram air flowaround the engine. Well, I believe the air was heated as it passed over the pan, thishot air impinged on the fuel line on the firewall, thus causing thevapor lock. In any case, that's the only explanation I can come up with. The bent valve, I don't know why that happened. We inspected the head.there was a mark. Maybe the valve lifted too high. Don't know. Mike B; Piet N687MB ( Mr Sam ) John G wrote: I've ridden inan O-200ship - Brusilow's - and it is noticeably muchstronger.However, thepilot with which I was hopping gets a nosebleed whenhe gets muchabove treelevel. g Can't say how fast it reallyclimbs. Hey John, I did clip a tree once, butthat'sanother story. Mr Sam climbs 500ft/min at 60mph with oneperson. Twopeople, about 300 ft/min at 50 + mph. Hap Tucker wrote:I would like toknow whyMike's engine vapor locked and also had a bentvalve.size3>Hap you are right. I think the vapor lock was due to therouting of thefuel line. The line was routed down the right aft cabane strut, fwd tothefirewall, across the firewall to the gascolator on the left firewall.Thisworked well, but I had an engine overheating problem ( unrelated to thefuelline ). I discussed this at Brodhead one year. I was advised to cut aport inthe nose bowl to increase the ram air flow around theengine.size3>Well, I believe the air was heated as it passedover the pan,this hot air impinged on the fuel line on the firewall, thus causing thevaporlock. In any case, that's the only explanation I can come upwith. The bentvalve, I don't knowwhy that happened. We inspected the head. there was a mark. Maybe thevalvelifted too high. Don't know.size3> MikeB; PietN687MB ( Mr Sam )________________________________________________________________________________
John G wrote:I've ridden in an O-200 ship - Brusilow's - and it is noticeably muchstronger. However, the pilot with which I was hopping gets a nosebleedwhenhe gets much above tree level. Can't say how fast it reallyclimbs.>> Hey John, I did clip a tree once, but that's another story. "Mr Sam"climbs 500ft/min at 60mph with one person. Two people, about 300 ft/minat 50 + mph. Hap Tucker wrote:I would like to know why Mike's engine vapor locked and also had a bentvalve.>>>> Hap you are right. I think the vapor lock was due to the routing ofthe fuel line. The line was routed down the right aft cabane strut, fwdto the firewall, across the firewall to the gascolator on the leftfirewall. This worked well, but I had an engine overheating problem (unrelated to the fuel line ). I discussed this at Brodhead one year. Iwas advised to cut a port in the nose bowl to increase the ram air flowaround the engine. Well, I believe the air was heated as it passed over the pan, thishot air impinged on the fuel line on the firewall, thus causing thevapor lock. In any case, that's the only explanation I can come up with. The bent valve, I don't know why that happened. We inspected the head.there was a mark. Maybe the valve lifted too high. Don't know. Mike B; Piet N687MB ( Mr Sam ) John G wrote: I've ridden inan O-200ship - Brusilow's - and it is noticeably muchstronger.However, thepilot with which I was hopping gets a nosebleed whenhe gets muchabove treelevel. g Can't say how fast it reallyclimbs. Hey John, I did clip a tree once, butthat'sanother story. Mr Sam climbs 500ft/min at 60mph with oneperson. Twopeople, about 300 ft/min at 50 + mph. Hap Tucker wrote:I would like toknow whyMike's engine vapor locked and also had a bentvalve.size3>Hap you are right. I think the vapor lock was due to therouting of thefuel line. The line was routed down the right aft cabane strut, fwd tothefirewall, across the firewall to the gascolator on the left firewall.Thisworked well, but I had an engine overheating problem ( unrelated to thefuelline ). I discussed this at Brodhead one year. I was advised to cut aport inthe nose bowl to increase the ram air flow around theengine.size3>Well, I believe the air was heated as it passedover the pan,this hot air impinged on the fuel line on the firewall, thus causing thevaporlock. In any case, that's the only explanation I can come upwith. The bentvalve, I don't knowwhy that happened. We inspected the head. there was a mark. Maybe thevalvelifted too high. Don't know.size3> MikeB; PietN687MB ( Mr Sam )________________________________________________________________________________
Pietenpol-List: Re: power
Original Posted By: mary ellen styne
This could be a problem in Canada. I'm pretty sure that the Canadian regsfor experimental aircraft requires you to demonstrate a climb to 1000' AGLwithin 3 minutes at gross weight. This would definitely be margina in "Mr.Sam". I'll double check that tonight.KenOn Mon, 31 May 1999, Michael Brusilow wrote:> > Hey John, I did clip a tree once, but that's another story. "Mr Sam"> climbs 500ft/min at 60mph with one person. Two people, about 300 ft/min> at 50 + mph. > ________________________________________________________________________________
This could be a problem in Canada. I'm pretty sure that the Canadian regsfor experimental aircraft requires you to demonstrate a climb to 1000' AGLwithin 3 minutes at gross weight. This would definitely be margina in "Mr.Sam". I'll double check that tonight.KenOn Mon, 31 May 1999, Michael Brusilow wrote:> > Hey John, I did clip a tree once, but that's another story. "Mr Sam"> climbs 500ft/min at 60mph with one person. Two people, about 300 ft/min> at 50 + mph. > ________________________________________________________________________________
Pietenpol-List: Re: power
Original Posted By: Eric Norris
Is "Mr. Sam" a Ford engine? If so, is it box stock or does it have somehorsepower mods? Thanks,Eric> John G wrote: >I've ridden in an O-200 ship - Brusilow's - and it is noticeably much> However, the pilot with which I was hopping gets a nosebleed when> >> > "" climbs 500ft/min at 60mph with one person. Two people, about 300>ft/min at 50 + mph. Hap Tucker wrote:>I would like to know why Mike's engine vapor locked and also had a bent >>>>> Hap you are right. I think the vapor lock was due to the routing>of the fuel line. The line was routed down the right aft cabane strut, fwd>to the firewall, across the firewall to the gascolator on the left>firewall. This worked well, but I had an engine overheating problem (>unrelated to the fuel line ). I discussed this at Brodhead one year. I was>advised to cut a port in the nose bowl to increase the ram air flow around>the engine. believe the air was heated as it passed over the pan, >this hot air impinged on the fuel line on the firewall, thus causing the>vapor lock. In any case, that's the only explanation I can come up with. > The bent valve, I don't know why that happened. We inspected the head.>there was a mark. Maybe the valve lifted too high. Don't know. Piet________________________________________________________________________________
Is "Mr. Sam" a Ford engine? If so, is it box stock or does it have somehorsepower mods? Thanks,Eric> John G wrote: >I've ridden in an O-200 ship - Brusilow's - and it is noticeably much> However, the pilot with which I was hopping gets a nosebleed when> >> > "" climbs 500ft/min at 60mph with one person. Two people, about 300>ft/min at 50 + mph. Hap Tucker wrote:>I would like to know why Mike's engine vapor locked and also had a bent >>>>> Hap you are right. I think the vapor lock was due to the routing>of the fuel line. The line was routed down the right aft cabane strut, fwd>to the firewall, across the firewall to the gascolator on the left>firewall. This worked well, but I had an engine overheating problem (>unrelated to the fuel line ). I discussed this at Brodhead one year. I was>advised to cut a port in the nose bowl to increase the ram air flow around>the engine. believe the air was heated as it passed over the pan, >this hot air impinged on the fuel line on the firewall, thus causing the>vapor lock. In any case, that's the only explanation I can come up with. > The bent valve, I don't know why that happened. We inspected the head.>there was a mark. Maybe the valve lifted too high. Don't know. Piet________________________________________________________________________________