Original Posted By:>> Michael D Cuy
Subject: Pietenpol-List: Re: W&B>I think I saw Grega's ad in the classified section of the latest Sport>Aviation.>>Dean Dayton>>robert hensarling wrote:>>>>>>> -----Original Message-----
Pietenpol-List: W&B
Re: W&B
Original Posted By: Michael D Cuy
Subject: Re: W&B Michael, do you know offhand the arm for the pilot in your Piet(assuming your datum point is the wing LE).? Robert H. >Adding dead weight to the engine compartment never has seemed likea good >idea to me, plus seems like it would take 30 pounds to make adifference. >I've studied how to move the wing back 2-4 inches (this makes thenumbers >work out better), but that looks like new cross braces, struts, etc. > >Any ideas? > >Robert Robert- Those choices above are exactly right. You are veryfortunate that your GN-1 has the Piet wing fittings, otherwise the Grega's wing cannotbe moved to adjust the center of balance. My wing is 4" aft of verticle andwith full fuel in the nose (17 gallons) (nothing in the wing) she flies verynice.....but with my 205 lbs. in the back as she burns fuel off it gets to where you need to holdforward stick more________________________________________________________________________________
Subject: Re: W&B Michael, do you know offhand the arm for the pilot in your Piet(assuming your datum point is the wing LE).? Robert H. >Adding dead weight to the engine compartment never has seemed likea good >idea to me, plus seems like it would take 30 pounds to make adifference. >I've studied how to move the wing back 2-4 inches (this makes thenumbers >work out better), but that looks like new cross braces, struts, etc. > >Any ideas? > >Robert Robert- Those choices above are exactly right. You are veryfortunate that your GN-1 has the Piet wing fittings, otherwise the Grega's wing cannotbe moved to adjust the center of balance. My wing is 4" aft of verticle andwith full fuel in the nose (17 gallons) (nothing in the wing) she flies verynice.....but with my 205 lbs. in the back as she burns fuel off it gets to where you need to holdforward stick more________________________________________________________________________________
Re: W&B
Original Posted By: Andrew Schneider
Subject: Re: W&B A longer mount may well be the key to all of this. Maybe I couldeven use the existing mount, but add some sort of spacer (2" or so?) tothe back of the mount where it attaches to the firewall). Of course, I'mstill not 100% convinced that there is a problem yet. I wonder if Mr.Grega is still around, maybe I could give him a call and see if I'mwithin his limits. Robert ________________________________________________________________________________
Subject: Re: W&B A longer mount may well be the key to all of this. Maybe I couldeven use the existing mount, but add some sort of spacer (2" or so?) tothe back of the mount where it attaches to the firewall). Of course, I'mstill not 100% convinced that there is a problem yet. I wonder if Mr.Grega is still around, maybe I could give him a call and see if I'mwithin his limits. Robert ________________________________________________________________________________
Re: W&B
Original Posted By: Earl Myers
Subject: Re: W&B Jim Sury also suggested adding a metal prop, for some additionalweight. Sounds reasonable to me, but I sure like the looks of the wood. Robert Piet (assuming your datum point is the wing LE).? Robert- That info is at home unfortunately, but even so it wouldn'thelp you much as I've got the short (1933) Piet fuse. vs. the long (1966) fuse and you've got adifferent version from either of those. The engine mount for instance is longer on GN-1's than Piets tocompensate for the non-adjustable wing, etc. What you did is good- you've got all the numbers youneed to either move your wing or add a chunk on lead on the engine mount. The third alternative isto build a longer engine mount. ( Ahhhh!!!!) Mike C. ________________________________________________________________________________
Subject: Re: W&B Jim Sury also suggested adding a metal prop, for some additionalweight. Sounds reasonable to me, but I sure like the looks of the wood. Robert Piet (assuming your datum point is the wing LE).? Robert- That info is at home unfortunately, but even so it wouldn'thelp you much as I've got the short (1933) Piet fuse. vs. the long (1966) fuse and you've got adifferent version from either of those. The engine mount for instance is longer on GN-1's than Piets tocompensate for the non-adjustable wing, etc. What you did is good- you've got all the numbers youneed to either move your wing or add a chunk on lead on the engine mount. The third alternative isto build a longer engine mount. ( Ahhhh!!!!) Mike C. ________________________________________________________________________________
Pietenpol-List: W&B
Original Posted By: "BELLISSIMO, DOMENIC"
Hi Guys. I spent all of Monday at the hanger, weighing and measuring myGN-1. When it has burned off all but about a quarter of the tank , it isreally tail heavy. Here's the numbers I came up with:Right main: 322.5, Left main: 310. Tail wheel (all of these weights up inlevel position) 33 lbs.My GN-1 uses the Piet airfoil, and the chord is 60". I used the LE as thedatum, which put the mains at 8.5", the tail wheel at 164.25", the fueltank (which was empty during all of this) at -3.5", pilot at 56", andpassenger at 24".All of these numbers crunched into the w & b program shows that the CG isway to far aft (23.3 is calculated, with the most aft CG being 20). This iswith full fuel (11.5 gal), so the problem really gets worst as I lose thefuel weight while flying.Maybe I'm figuring things wrong here. After all, this plane has gonethrough 4 owners since 1977. Seems like someone would have caught this ifit is a problem. Of course maybe all the previous owners were 165 or so,which puts the w&b in a better window.Adding dead weight to the engine compartment never has seemed like a goodidea to me, plus seems like it would take 30 pounds to make a difference.I've studied how to move the wing back 2-4 inches (this makes the numberswork out better), but that looks like new cross braces, struts, etc.Any ideas?Robert Hensarling GN-1 N83887________________________________________________________________________________
Hi Guys. I spent all of Monday at the hanger, weighing and measuring myGN-1. When it has burned off all but about a quarter of the tank , it isreally tail heavy. Here's the numbers I came up with:Right main: 322.5, Left main: 310. Tail wheel (all of these weights up inlevel position) 33 lbs.My GN-1 uses the Piet airfoil, and the chord is 60". I used the LE as thedatum, which put the mains at 8.5", the tail wheel at 164.25", the fueltank (which was empty during all of this) at -3.5", pilot at 56", andpassenger at 24".All of these numbers crunched into the w & b program shows that the CG isway to far aft (23.3 is calculated, with the most aft CG being 20). This iswith full fuel (11.5 gal), so the problem really gets worst as I lose thefuel weight while flying.Maybe I'm figuring things wrong here. After all, this plane has gonethrough 4 owners since 1977. Seems like someone would have caught this ifit is a problem. Of course maybe all the previous owners were 165 or so,which puts the w&b in a better window.Adding dead weight to the engine compartment never has seemed like a goodidea to me, plus seems like it would take 30 pounds to make a difference.I've studied how to move the wing back 2-4 inches (this makes the numberswork out better), but that looks like new cross braces, struts, etc.Any ideas?Robert Hensarling GN-1 N83887________________________________________________________________________________
Pietenpol-List: Re: W&B
Original Posted By: robert hensarling
>Adding dead weight to the engine compartment never has seemed like a good>idea to me, plus seems like it would take 30 pounds to make a difference.>I've studied how to move the wing back 2-4 inches (this makes the numbers>work out better), but that looks like new cross braces, struts, etc.>>Any ideas?>>RobertRobert- Those choices above are exactly right. You are very fortunate thatyourGN-1 has the Piet wing fittings, otherwise the Grega's wing cannot be moved toadjust the center of balance. My wing is 4" aft of verticle and with fullfuel in thenose (17 gallons) (nothing in the wing) she flies very nice.....but with my205 lbs.in the back as she burns fuel off it gets to where you need to hold forwardstick more. Not bad by any means, but you'll notice it. My most aft CG is19.3".Yes, you will need to make new cross braces, but not necessarily new struts.If the guy did follow Piet plans you can make new strap fittings at the strutto wingfitting which are longer and thus can be drilled in place once you setup yourwingslant. That's how Bernie did it so he wouldn't have to make new struts foreverylittle adjustment he wanted to tinker with. Mike C. ________________________________________________________________________________
>Adding dead weight to the engine compartment never has seemed like a good>idea to me, plus seems like it would take 30 pounds to make a difference.>I've studied how to move the wing back 2-4 inches (this makes the numbers>work out better), but that looks like new cross braces, struts, etc.>>Any ideas?>>RobertRobert- Those choices above are exactly right. You are very fortunate thatyourGN-1 has the Piet wing fittings, otherwise the Grega's wing cannot be moved toadjust the center of balance. My wing is 4" aft of verticle and with fullfuel in thenose (17 gallons) (nothing in the wing) she flies very nice.....but with my205 lbs.in the back as she burns fuel off it gets to where you need to hold forwardstick more. Not bad by any means, but you'll notice it. My most aft CG is19.3".Yes, you will need to make new cross braces, but not necessarily new struts.If the guy did follow Piet plans you can make new strap fittings at the strutto wingfitting which are longer and thus can be drilled in place once you setup yourwingslant. That's how Bernie did it so he wouldn't have to make new struts foreverylittle adjustment he wanted to tinker with. Mike C. ________________________________________________________________________________
Pietenpol-List: Re: W&B
Original Posted By: Michael D Cuy
-----Original Message-----
-----Original Message-----
Pietenpol-List: Re: W&B
Original Posted By: Earl Myers
>>>>>>> Michael, do you know offhand the arm for the pilot in your Piet (assuming>> your datum point is the wing LE).?>> Robert H.>>>> >Robert- That info is at home unfortunately, but even so it wouldn't help youmuch as I've got theshort (1933) Piet fuse. vs. the long (1966) fuse and you've got a differentversion from either of those.The engine mount for instance is longer on GN-1's than Piets to compensate forthe non-adjustablewing, etc. What you did is good- you've got all the numbers you need to eithermove your wing oradd a chunk on lead on the engine mount. The third alternative is to build alonger engine mount.( Ahhhh!!!!) Mike C. ________________________________________________________________________________
>>>>>>> Michael, do you know offhand the arm for the pilot in your Piet (assuming>> your datum point is the wing LE).?>> Robert H.>>>> >Robert- That info is at home unfortunately, but even so it wouldn't help youmuch as I've got theshort (1933) Piet fuse. vs. the long (1966) fuse and you've got a differentversion from either of those.The engine mount for instance is longer on GN-1's than Piets to compensate forthe non-adjustablewing, etc. What you did is good- you've got all the numbers you need to eithermove your wing oradd a chunk on lead on the engine mount. The third alternative is to build alonger engine mount.( Ahhhh!!!!) Mike C. ________________________________________________________________________________
Pietenpol-List: Re: W&B
Original Posted By: John Greenlee
Try move the engine some inches ahead.> De: robert hensarling > Para: Pietenpol Discussion > Assunto: W&B> Data: Quarta-feira, 2 de Junho de 1999 09:49> > Hi Guys. I spent all of Monday at the hanger, weighing and measuring my> GN-1. When it has burned off all but about a quarter of the tank , it is> really tail heavy. Here's the numbers I came up with:> Right main: 322.5, Left main: 310. Tail wheel (all of these weights upin> level position) 33 lbs.> > My GN-1 uses the Piet airfoil, and the chord is 60". I used the LE asthe> datum, which put the mains at 8.5", the tail wheel at 164.25", the fuel> tank (which was empty during all of this) at -3.5", pilot at 56", and> passenger at 24".> > All of these numbers crunched into the w & b program shows that the CG is> way to far aft (23.3 is calculated, with the most aft CG being 20). Thisis> with full fuel (11.5 gal), so the problem really gets worst as I lose the> fuel weight while flying.> > Maybe I'm figuring things wrong here. After all, this plane has gone> through 4 owners since 1977. Seems like someone would have caught thisif> it is a problem. Of course maybe all the previous owners were 165 or so,> which puts the w&b in a better window.> > Adding dead weight to the engine compartment never has seemed like a good> idea to me, plus seems like it would take 30 pounds to make a difference.> I've studied how to move the wing back 2-4 inches (this makes the numbers> work out better), but that looks like new cross braces, struts, etc.> > Any ideas?> > Robert Hensarling GN-1 N83887> > > > ________________________________________________________________________________
Try move the engine some inches ahead.> De: robert hensarling > Para: Pietenpol Discussion > Assunto: W&B> Data: Quarta-feira, 2 de Junho de 1999 09:49> > Hi Guys. I spent all of Monday at the hanger, weighing and measuring my> GN-1. When it has burned off all but about a quarter of the tank , it is> really tail heavy. Here's the numbers I came up with:> Right main: 322.5, Left main: 310. Tail wheel (all of these weights upin> level position) 33 lbs.> > My GN-1 uses the Piet airfoil, and the chord is 60". I used the LE asthe> datum, which put the mains at 8.5", the tail wheel at 164.25", the fuel> tank (which was empty during all of this) at -3.5", pilot at 56", and> passenger at 24".> > All of these numbers crunched into the w & b program shows that the CG is> way to far aft (23.3 is calculated, with the most aft CG being 20). Thisis> with full fuel (11.5 gal), so the problem really gets worst as I lose the> fuel weight while flying.> > Maybe I'm figuring things wrong here. After all, this plane has gone> through 4 owners since 1977. Seems like someone would have caught thisif> it is a problem. Of course maybe all the previous owners were 165 or so,> which puts the w&b in a better window.> > Adding dead weight to the engine compartment never has seemed like a good> idea to me, plus seems like it would take 30 pounds to make a difference.> I've studied how to move the wing back 2-4 inches (this makes the numbers> work out better), but that looks like new cross braces, struts, etc.> > Any ideas?> > Robert Hensarling GN-1 N83887> > > > ________________________________________________________________________________
Pietenpol-List: Re: W&B
Original Posted By: Michael D Cuy
-----Original Message-----
-----Original Message-----
Pietenpol-List: Re: W&B
Original Posted By: Michael D Cuy
-----Original Message-----
-----Original Message-----
Pietenpol-List: RE: W&B
Original Posted By:> Michael D Cuy >> -----Original Message-----
Pietenpol-List: Re: W&B
Original Posted By: dean dayton
Robert, he is still kicking!-----Original Message-----
Robert, he is still kicking!-----Original Message-----
Pietenpol-List: Re: W&B
Original Posted By:> Michael D Cuy
I think I saw Grega's ad in the classified section of the latest SportAviation.Dean Daytonrobert hensarling wrote:>>> -----Original Message-----
I think I saw Grega's ad in the classified section of the latest SportAviation.Dean Daytonrobert hensarling wrote:>>> -----Original Message-----
Pietenpol-List: W&B
Original Posted By: vistin(at)juno.com
Larry Williams inquired about Scout W&B.Ed Snyder of Cliftion Park NY has a completed ScoutNo email, but you can reach him at:518 7659398Mike B Piet N687MB ( Mr Sam )________________________________________________________________________________
Larry Williams inquired about Scout W&B.Ed Snyder of Cliftion Park NY has a completed ScoutNo email, but you can reach him at:518 7659398Mike B Piet N687MB ( Mr Sam )________________________________________________________________________________
Pietenpol-List: W&B
Original Posted By: Darrel Jones
Conducted W&B today.aft CG came in at 19"!! Empty weight is 718 lbs..I'mhappy. Note the Jack Phillips style wing jacks.that made it sooo easy!Gary BootheNX308MB________________________________________________________________________________Date: Sat, 16 Jun 2012 10:36:05 -0700
Conducted W&B today.aft CG came in at 19"!! Empty weight is 718 lbs..I'mhappy. Note the Jack Phillips style wing jacks.that made it sooo easy!Gary BootheNX308MB________________________________________________________________________________Date: Sat, 16 Jun 2012 10:36:05 -0700
RE: Pietenpol-List: W&B
Original Posted By: owner-pietenpol-list-server(at)matronics.com
Looking good, Gary!Jack PhillipsNX899JPSmith Mountain Lake, Virginia _____
Looking good, Gary!Jack PhillipsNX899JPSmith Mountain Lake, Virginia _____
Re: Pietenpol-List: W&B
Original Posted By: Gary Boothe
Very cool Gary. Your airplane has it's own unique look, kind of sleek and swept. Must be fast!Dan HelsperPuryear, TN-----Original Message-----
Very cool Gary. Your airplane has it's own unique look, kind of sleek and swept. Must be fast!Dan HelsperPuryear, TN-----Original Message-----
Pietenpol-List: W&B
Original Posted By: Michael Perez
Re: Pietenpol-List: W&B
Original Posted By: Michael Perez
Pietenpol-List: Re: W&B
Original Posted By: "Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]"
Hi Mike,Your plane is looking great. When all is said and done, We will have the greenteam here on the west coast. Keep me informed so I can try to make it up northto fly with you and Gary.--------Scott LiefeldFlying N11MS since March 1972Steel TubeC-85-12Wire WheelsBrodhead in 1996Read this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/p101 ... __________
Hi Mike,Your plane is looking great. When all is said and done, We will have the greenteam here on the west coast. Keep me informed so I can try to make it up northto fly with you and Gary.--------Scott LiefeldFlying N11MS since March 1972Steel TubeC-85-12Wire WheelsBrodhead in 1996Read this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/p101 ... __________
Pietenpol-List: Re: W&B
Original Posted By: "AircamperN11MS"
Subject: Pietenpol-List: silk thread crank sealing, Continental engines. There is a service bulletin evidently (I found the one below that calls out for the silk thread for the IO-360) that calls out a partnumber for the thread (see below, PN 641543). I found some for sale in a quick search too.What Harry Fenton's words say from his web page:[cid:image001.png(at)01CD4E0B.2E52AF70][cid:image004.jpg(at)01CD4E0B.2E766410]________________________________________________________________________________Subject: Pietenpol-List: Re: W&B
Subject: Pietenpol-List: silk thread crank sealing, Continental engines. There is a service bulletin evidently (I found the one below that calls out for the silk thread for the IO-360) that calls out a partnumber for the thread (see below, PN 641543). I found some for sale in a quick search too.What Harry Fenton's words say from his web page:[cid:image001.png(at)01CD4E0B.2E52AF70][cid:image004.jpg(at)01CD4E0B.2E766410]________________________________________________________________________________Subject: Pietenpol-List: Re: W&B
Pietenpol-List: Re: W&B
Original Posted By: "William Wynne"
Sent from my iPad> On Mar 17, 2014, at 10:47 AM, "Boatright, Jeffrey" wrote:> > > "You lose only when you quit."> > > I've found that to be true in all aspects of my life and it's what I> counsel to students and junior faculty.> > --> > Jeffrey H. Boatright, PhD, FARVO> Associate Professor of Ophthalmology> Emory University School of Medicine> > > > >> On 3/17/14 11:03 AM, "William Wynne" wrote:>> >> >> Builders,>> >> Six months ago I was sent a very nice hat from EAA HQ, one of the new>> ones with the traditional logo. It was something of an olive branch, as I>> had worked as a staff writer for many years, but later became an outsider>> during the 'corporate shift'. When I saw the hat's tag said "Made in>> China." I sent it back with a note that I would not wear it, and they>> should not send things like this to EAA members like Pietenpol builder>> Roger White.>> >> There are some good photos of Brodhead and Oshkosh 201o at this link:>> >> http://www.flycorvair.com/osh2010.html>> >> About half way down you can see Roger's picture, and he is wearing a hat>> with a Combat infantryman's Badge. Something he earned at great cost,>> fighting Chinese in Korea. In my note to HQ I explained that Roger may be>> subjected to China products at Walmart, because it is a corporation, but>> the EAA is allegedly a membership association, not driven by profit, and>> we can have US made hats for men like Roger.>> >> If you would like to know how to go from being on the EAA publications>> masthead for four years to being persona non grata, easy: All you have to>> do is write a stream of stories like this one, which points out how much>> of the US light aviation industry is already owned by the Chinese:>> >> http://flycorvair.net/2013/07/23/commun ... t-oshkosh/>> >> When the message is "These are our new friends," Writing stories about>> the EAA's president getting caught by 60 minutes with a fake engineering>> degree, makes one a pariah. I wrote the story below after the C-162>> failed, pointing out that the EAA president Jack Pelton, Mr. fake degree,>> was the guy who plotted exporting the project to China. The story was>> widely circulated, and yes, I even heard from the EAA's person who runs>> the 'China Pavilion' at Oshkosh, explaining how much better things would>> be I just saw it their way. Sadly, they are not really worried about me>> starting a revolt, as they know only 10-15% of the membership cares about>> "Made in USA.">> >> http://flycorvair.net/2013/10/23/cessna ... a-failure/>> >> ----------------------------------------->> >> Michael, I assume that your gas price was a typo, because gas was $1.56>> in 1999, it has not been $.56 since well before you were born. I am 51>> years old, and I have a strong feeling about keeping aviation affordable>> to working Americans like you. At it's very root, this was the driving>> force behind BHP life's work. He started this in the depression, when it>> was a lot harder, and I don't intend to drop the ball on my watch. We are>> not a country of spectators.>> >>> From the story above:>> >> "So, who will make Americas light planes? You will, the>> working American, just as you have always done. In 1946 Cessna went>> from war production to making 30 C-120s and C-140s a day, without>> any issue at>> all. The greedy corporate scum like Pelton had 6 years to tool up and>> they>> couldnt hardly make 30 aircraft per year in China. The only important>> difference is that the Cessna ownership in 1946 respected their workforce>> of>> Americans, and 60 years later Pelton had all his faith in the best $2/hr>> Chinese>> workers he could buy. Moving forward, it is clear that Cessna has now>> abandoned>> the affordable aircraft market. This makes no difference to any>> homebuilder.>> In 1946, Cessna was something of a partner to American labor in producing>> that>> generation of affordable American aircraft. Today, they have proven to>> be a>> worthless element. Each of us, developing our own craftsmanship, will>> work in>> our own one plane factory and produce our own aircraft. This is how>> American>> labor will build this generation of affordable aircraft. We dont need>> cheap>> labor in China, we dont need greedy CEOs and we dont need any>> membership>> organization that is headed by a person who fails to understand this.-ww.>> >> -------------------------------------------->> >> Michael, when I was 32, I had just spent 5 years and my $70K life savings>> Embry-Riddle, had a 3.85 GPA, and he highest paying job in aviation I>> could find was $10/hr. My personal wealth was limited to my Piet project,>> 1,500 pounds of books and tools, a rusty 1967 Corvair, what I knew, and a>> handful of friends. From there I made progress, but I also made a series>> of foolish decisions that slowed my rate of climb, and one on 7/14/01>> that came pretty close to costing my life. It is a safe assumption you>> are smarter than me, and trust me, no matter how bad things seem>> economically, you can build your plane. You loose only when you quit.>> Find other people who motivate you and focus of their positive>> perspective.>> >> You can see in the photos below that we live on a little airport, but we>> live pretty frugally. I have long known that I am happy when I am>> dreaming of and working on a project. Material goods beyond tools don't>> keep me happy. every decision I made to put my craft first, to invest in>> myself instead of consumer goods, was a step toward building, flying and>> happiness.>> >> If you read anything I write this year, make it the last 5 paragraphs of>> the story below:>> >> http://flycorvair.net/2013/09/09/sunday ... e-airport/>> >> >> >> >> Read this topic online here:>> >> http://forums.matronics.com/viewtopic.p ... 461#420461> > > ________________________________> > This e-mail message (including any attachments) is for the sole use of> the intended recipient(s) and may contain confidential and privileged> information. If the reader of this message is not the intended> recipient, you are hereby notified that any dissemination, distribution> or copying of this message (including any attachments) is strictly> prohibited.> > If you have received this message in error, please contact> the sender by reply e-mail message and destroy all copies of the> original message (including attachments).> > > > > ________________________________________________________________________________Subject: Pietenpol-List: Re: W&B
Sent from my iPad> On Mar 17, 2014, at 10:47 AM, "Boatright, Jeffrey" wrote:> > > "You lose only when you quit."> > > I've found that to be true in all aspects of my life and it's what I> counsel to students and junior faculty.> > --> > Jeffrey H. Boatright, PhD, FARVO> Associate Professor of Ophthalmology> Emory University School of Medicine> > > > >> On 3/17/14 11:03 AM, "William Wynne" wrote:>> >> >> Builders,>> >> Six months ago I was sent a very nice hat from EAA HQ, one of the new>> ones with the traditional logo. It was something of an olive branch, as I>> had worked as a staff writer for many years, but later became an outsider>> during the 'corporate shift'. When I saw the hat's tag said "Made in>> China." I sent it back with a note that I would not wear it, and they>> should not send things like this to EAA members like Pietenpol builder>> Roger White.>> >> There are some good photos of Brodhead and Oshkosh 201o at this link:>> >> http://www.flycorvair.com/osh2010.html>> >> About half way down you can see Roger's picture, and he is wearing a hat>> with a Combat infantryman's Badge. Something he earned at great cost,>> fighting Chinese in Korea. In my note to HQ I explained that Roger may be>> subjected to China products at Walmart, because it is a corporation, but>> the EAA is allegedly a membership association, not driven by profit, and>> we can have US made hats for men like Roger.>> >> If you would like to know how to go from being on the EAA publications>> masthead for four years to being persona non grata, easy: All you have to>> do is write a stream of stories like this one, which points out how much>> of the US light aviation industry is already owned by the Chinese:>> >> http://flycorvair.net/2013/07/23/commun ... t-oshkosh/>> >> When the message is "These are our new friends," Writing stories about>> the EAA's president getting caught by 60 minutes with a fake engineering>> degree, makes one a pariah. I wrote the story below after the C-162>> failed, pointing out that the EAA president Jack Pelton, Mr. fake degree,>> was the guy who plotted exporting the project to China. The story was>> widely circulated, and yes, I even heard from the EAA's person who runs>> the 'China Pavilion' at Oshkosh, explaining how much better things would>> be I just saw it their way. Sadly, they are not really worried about me>> starting a revolt, as they know only 10-15% of the membership cares about>> "Made in USA.">> >> http://flycorvair.net/2013/10/23/cessna ... a-failure/>> >> ----------------------------------------->> >> Michael, I assume that your gas price was a typo, because gas was $1.56>> in 1999, it has not been $.56 since well before you were born. I am 51>> years old, and I have a strong feeling about keeping aviation affordable>> to working Americans like you. At it's very root, this was the driving>> force behind BHP life's work. He started this in the depression, when it>> was a lot harder, and I don't intend to drop the ball on my watch. We are>> not a country of spectators.>> >>> From the story above:>> >> "So, who will make Americas light planes? You will, the>> working American, just as you have always done. In 1946 Cessna went>> from war production to making 30 C-120s and C-140s a day, without>> any issue at>> all. The greedy corporate scum like Pelton had 6 years to tool up and>> they>> couldnt hardly make 30 aircraft per year in China. The only important>> difference is that the Cessna ownership in 1946 respected their workforce>> of>> Americans, and 60 years later Pelton had all his faith in the best $2/hr>> Chinese>> workers he could buy. Moving forward, it is clear that Cessna has now>> abandoned>> the affordable aircraft market. This makes no difference to any>> homebuilder.>> In 1946, Cessna was something of a partner to American labor in producing>> that>> generation of affordable American aircraft. Today, they have proven to>> be a>> worthless element. Each of us, developing our own craftsmanship, will>> work in>> our own one plane factory and produce our own aircraft. This is how>> American>> labor will build this generation of affordable aircraft. We dont need>> cheap>> labor in China, we dont need greedy CEOs and we dont need any>> membership>> organization that is headed by a person who fails to understand this.-ww.>> >> -------------------------------------------->> >> Michael, when I was 32, I had just spent 5 years and my $70K life savings>> Embry-Riddle, had a 3.85 GPA, and he highest paying job in aviation I>> could find was $10/hr. My personal wealth was limited to my Piet project,>> 1,500 pounds of books and tools, a rusty 1967 Corvair, what I knew, and a>> handful of friends. From there I made progress, but I also made a series>> of foolish decisions that slowed my rate of climb, and one on 7/14/01>> that came pretty close to costing my life. It is a safe assumption you>> are smarter than me, and trust me, no matter how bad things seem>> economically, you can build your plane. You loose only when you quit.>> Find other people who motivate you and focus of their positive>> perspective.>> >> You can see in the photos below that we live on a little airport, but we>> live pretty frugally. I have long known that I am happy when I am>> dreaming of and working on a project. Material goods beyond tools don't>> keep me happy. every decision I made to put my craft first, to invest in>> myself instead of consumer goods, was a step toward building, flying and>> happiness.>> >> If you read anything I write this year, make it the last 5 paragraphs of>> the story below:>> >> http://flycorvair.net/2013/09/09/sunday ... e-airport/>> >> >> >> >> Read this topic online here:>> >> http://forums.matronics.com/viewtopic.p ... 461#420461> > > ________________________________> > This e-mail message (including any attachments) is for the sole use of> the intended recipient(s) and may contain confidential and privileged> information. If the reader of this message is not the intended> recipient, you are hereby notified that any dissemination, distribution> or copying of this message (including any attachments) is strictly> prohibited.> > If you have received this message in error, please contact> the sender by reply e-mail message and destroy all copies of the> original message (including attachments).> > > > > ________________________________________________________________________________Subject: Pietenpol-List: Re: W&B
Re: Pietenpol-List: Re: 4130 tubing laying around
Original Posted By: "H. Marvin Haught"
Lorenzo,Consider this idea: Most local EAA chapters have some bucks stored up, but therarely can agree on what to spend it on. Here is something to propose to yourlocal chapter: Have them buy a set of scales.The easy thing about it is that both guys with certified planes and guys with experimentalscan borrow them. You can rent them to non chapter members for $40a day. A good set of electronic car scales like the ones we used on the projectstart at about $1,000. They are well worth it.Scales by companies like Longacre are accurate within their full range to a poundor so. More importantly, they are consistent. Bathroom scales are poor, anywork done on them does not count. Grain scales work, but they are tall, and threeof them costs more than a good electronic set. You can work with one scale,but it is a pain. 350 lbs is too low, because you want to be able to weighthe plane with people and fuel in it also to calculate the true location of theseloads.When you get the Data from Doc Mosher, review it and find the plane we weighedthat best compares to your project, ie long fuse, A-65 and I will be glad to assistyou in fine tuning the data to match your project. If you are going to Brodheadwe will sit down over a cup of coffee and get out a calculator and crunchit for you. Even without weighing it, I am pretty sure we have enough datato hit your CG target within 1/2". I stink at many things in life, can't singnor dance, I can be a conversational bore, and I got a D in differential equations...twice.But I am an idiot-savant at CG stuff. I will be glad to help anyoneout on this, not just Corvair guys. -ww.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Re: Pietenpol-List: Re: 4130 tubing laying around
Lorenzo,Consider this idea: Most local EAA chapters have some bucks stored up, but therarely can agree on what to spend it on. Here is something to propose to yourlocal chapter: Have them buy a set of scales.The easy thing about it is that both guys with certified planes and guys with experimentalscan borrow them. You can rent them to non chapter members for $40a day. A good set of electronic car scales like the ones we used on the projectstart at about $1,000. They are well worth it.Scales by companies like Longacre are accurate within their full range to a poundor so. More importantly, they are consistent. Bathroom scales are poor, anywork done on them does not count. Grain scales work, but they are tall, and threeof them costs more than a good electronic set. You can work with one scale,but it is a pain. 350 lbs is too low, because you want to be able to weighthe plane with people and fuel in it also to calculate the true location of theseloads.When you get the Data from Doc Mosher, review it and find the plane we weighedthat best compares to your project, ie long fuse, A-65 and I will be glad to assistyou in fine tuning the data to match your project. If you are going to Brodheadwe will sit down over a cup of coffee and get out a calculator and crunchit for you. Even without weighing it, I am pretty sure we have enough datato hit your CG target within 1/2". I stink at many things in life, can't singnor dance, I can be a conversational bore, and I got a D in differential equations...twice.But I am an idiot-savant at CG stuff. I will be glad to help anyoneout on this, not just Corvair guys. -ww.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Re: Pietenpol-List: Re: 4130 tubing laying around
Re: Pietenpol-List: Re: W&B
Original Posted By: Steven Dortch
I'm going to risk being called senile and inappropriate for bringing this up yetagain, but seeing Jon Apfelbaum's name reminds me that he is one of those peoplewho is rarely heard from on this list but who is deserving of recognitionfor many things. He and Kevin have something in common besides airplane building,too... true heroism. You can read about Jon's actions here:http://castlerocknewspress.net/stories/ ... h,95427You can read about Kevin's actions here:http://www.stripes.com/military-life/ke ... -1.92790Oh, yeah, and I should also mention that Jon is a world-class photographer as well.Here are some of his photos from Blakesburg:http://www.antiqueairfield.com/articles ... -----Oscar ZunigaMedford, ORAir Camper NX41CC "Scout"A75 powerRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Mon, 17 Mar 2014 17:11:00 -0500Subject: Re: Pietenpol-List: Re: W&B
I'm going to risk being called senile and inappropriate for bringing this up yetagain, but seeing Jon Apfelbaum's name reminds me that he is one of those peoplewho is rarely heard from on this list but who is deserving of recognitionfor many things. He and Kevin have something in common besides airplane building,too... true heroism. You can read about Jon's actions here:http://castlerocknewspress.net/stories/ ... h,95427You can read about Kevin's actions here:http://www.stripes.com/military-life/ke ... -1.92790Oh, yeah, and I should also mention that Jon is a world-class photographer as well.Here are some of his photos from Blakesburg:http://www.antiqueairfield.com/articles ... -----Oscar ZunigaMedford, ORAir Camper NX41CC "Scout"A75 powerRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Mon, 17 Mar 2014 17:11:00 -0500Subject: Re: Pietenpol-List: Re: W&B
> Re: W&B
Original Posted By: steve(at)byu.edu
> Subject: Re: W&B>> A longer mount may well be the key to all of this. Maybe I could evenusethe existing mount, but add some sort of spacer (2" or so?) to the backofthe mount where it attaches to the firewall). Of course, I'm still not100%convinced that there is a problem yet.=A0 I wonder if Mr. Grega isstillaround, maybe I could give him a call and see if I'm within his limits.>> Robert>>> Michael, do you know offhand the arm for the pilot in your Piet(assumingyour datum point is the wing LE).?> Robert H.>>> Robert- That info is at home unfortunately, but even so it wouldn'thelpyou much as I've got the> short (1933) Piet fuse. vs. the long (1966) fuse and you've got adifferent version from either of those.> The engine mount for instance is longer on GN-1's than Piets tocompensatefor the non-adjustable> wing, etc.=A0 What you did is good- you've got all the numbers youneed toeither move your wing or> add a chunk on lead on the engine mount.=A0 The third alternative istobuild a longer engine mount.> ( Ahhhh!!!!)=A0 Mike C.>>________________________________________________________________________________
> Subject: Re: W&B>> A longer mount may well be the key to all of this. Maybe I could evenusethe existing mount, but add some sort of spacer (2" or so?) to the backofthe mount where it attaches to the firewall). Of course, I'm still not100%convinced that there is a problem yet.=A0 I wonder if Mr. Grega isstillaround, maybe I could give him a call and see if I'm within his limits.>> Robert>>> Michael, do you know offhand the arm for the pilot in your Piet(assumingyour datum point is the wing LE).?> Robert H.>>> Robert- That info is at home unfortunately, but even so it wouldn'thelpyou much as I've got the> short (1933) Piet fuse. vs. the long (1966) fuse and you've got adifferent version from either of those.> The engine mount for instance is longer on GN-1's than Piets tocompensatefor the non-adjustable> wing, etc.=A0 What you did is good- you've got all the numbers youneed toeither move your wing or> add a chunk on lead on the engine mount.=A0 The third alternative istobuild a longer engine mount.> ( Ahhhh!!!!)=A0 Mike C.>>________________________________________________________________________________
> Re: W&B A longer mount may well be the key to all
Original Posted By: robert hensarling
> Subject: Re: W&B A longer mount may well be the key to all> of this. Maybe I could even use the existing mount, but add> some sort of spacer (2" or so?) to the back of the mount> where it attaches to the firewall). Of course, I'm still not> 100% convinced that there is a problem yet. I wonder if Mr.> Grega is still around, maybe I could give him a call and see> if I'm within his limits. Robert>>> > > Michael, do you know offhand the arm for the pilot in> > > your Piet (assuming your datum point is the wing LE).?> > > Robert H.> >> Robert- That info is at home unfortunately, but even so it> wouldn't help you much as I've got the> short (1933) Piet fuse. vs. the long (1966) fuse and you've> got a different version from either of those.> The engine mount for instance is longer on GN-1's than Piets> to compensate for the non-adjustable> wing, etc. What you did is good- you've got all the numbers> you need to either move your wing or> add a chunk on lead on the engine mount. The third> alternative is to build a longer engine mount.> ( Ahhhh!!!!) Mike C.>________________________________________________________________________________
> Subject: Re: W&B A longer mount may well be the key to all> of this. Maybe I could even use the existing mount, but add> some sort of spacer (2" or so?) to the back of the mount> where it attaches to the firewall). Of course, I'm still not> 100% convinced that there is a problem yet. I wonder if Mr.> Grega is still around, maybe I could give him a call and see> if I'm within his limits. Robert>>> > > Michael, do you know offhand the arm for the pilot in> > > your Piet (assuming your datum point is the wing LE).?> > > Robert H.> >> Robert- That info is at home unfortunately, but even so it> wouldn't help you much as I've got the> short (1933) Piet fuse. vs. the long (1966) fuse and you've> got a different version from either of those.> The engine mount for instance is longer on GN-1's than Piets> to compensate for the non-adjustable> wing, etc. What you did is good- you've got all the numbers> you need to either move your wing or> add a chunk on lead on the engine mount. The third> alternative is to build a longer engine mount.> ( Ahhhh!!!!) Mike C.>________________________________________________________________________________
>> Re: W&B A longer mount may well be the key to all
Original Posted By: Michael D Cuy
>> Subject: Re: W&B A longer mount may well be the key to all>> of this. Maybe I could even use the existing mount, but add>> some sort of spacer (2" or so?) to the back of the mount>> where it attaches to the firewall). Of course, I'm still not>> 100% convinced that there is a problem yet. I wonder if Mr.>> Grega is still around, maybe I could give him a call and see>> if I'm within his limits. Robert>>>>>>>> > > Michael, do you know offhand the arm for the pilot in>> > > your Piet (assuming your datum point is the wing LE).?>> > > Robert H.>> >>> Robert- That info is at home unfortunately, but even so it>> wouldn't help you much as I've got the>> short (1933) Piet fuse. vs. the long (1966) fuse and you've>> got a different version from either of those.>> The engine mount for instance is longer on GN-1's than Piets>> to compensate for the non-adjustable>> wing, etc. What you did is good- you've got all the numbers>> you need to either move your wing or>> add a chunk on lead on the engine mount. The third>> alternative is to build a longer engine mount.>> ( Ahhhh!!!!) Mike C.>>>>________________________________________________________________________________
>> Subject: Re: W&B A longer mount may well be the key to all>> of this. Maybe I could even use the existing mount, but add>> some sort of spacer (2" or so?) to the back of the mount>> where it attaches to the firewall). Of course, I'm still not>> 100% convinced that there is a problem yet. I wonder if Mr.>> Grega is still around, maybe I could give him a call and see>> if I'm within his limits. Robert>>>>>>>> > > Michael, do you know offhand the arm for the pilot in>> > > your Piet (assuming your datum point is the wing LE).?>> > > Robert H.>> >>> Robert- That info is at home unfortunately, but even so it>> wouldn't help you much as I've got the>> short (1933) Piet fuse. vs. the long (1966) fuse and you've>> got a different version from either of those.>> The engine mount for instance is longer on GN-1's than Piets>> to compensate for the non-adjustable>> wing, etc. What you did is good- you've got all the numbers>> you need to either move your wing or>> add a chunk on lead on the engine mount. The third>> alternative is to build a longer engine mount.>> ( Ahhhh!!!!) Mike C.>>>>________________________________________________________________________________