Original Posted By: "William Wynne"
as far as bigger props go- I expect WW can fill you in as what performs best, butif I remember right a 68" dia. was about what I think I remember being prettymuch optimum for the vair.probably can play plenty with the pitch and bladewidth and such but I'm not sure it's adviseable to go a lot longer - due toweight, flywheel effect and such on the corvair rank. but I'm pretty sure someonewill give a better opinionRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Pietenpol-List: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Original Posted By: danhelsper(at)aol.com
Piet Fans:At Corvair College #32, Kevin Purtee, came up with a fun idea to separate the toughguys from the really tough guys.......http://flycorvair.net/2015/03/17/curren ... art-2/Some people are just made for open cockpit flying.-ww.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 17 Mar 2015 07:26:42 -0400
Piet Fans:At Corvair College #32, Kevin Purtee, came up with a fun idea to separate the toughguys from the really tough guys.......http://flycorvair.net/2015/03/17/curren ... art-2/Some people are just made for open cockpit flying.-ww.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 17 Mar 2015 07:26:42 -0400
Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Original Posted By: "Andy Garrett"
As a student pilot, I was on my second cross county solo from Wichita to Salina.During that flight, somewhere over McPherson, KS, the certified engine in the1976 Cessna 150M I was flying (N8634U) started sputtering. This was my firstexperience with engine trouble and it gave me a pucker. I went to the checklistand did as it said. Carb heat did nothing much but it ran well enough to completethe flight. I could see Salina after-all, and I had numerous off fieldoptions, so I stuck with it.As I started my descent, ATC called and advised me that I had a 747 heavy off myright wing passing under me. I looked out to read 'United States of America'down the length of the President's plane heading out to the gunnery range justto the west. I had not radioed my engine troubles to the tower. Otherwise, theysurely would have vectored 'Bigfoot whatever he was calling himself' awayfrom a path directly beneath me (POTUS was obvious not on board).On the ground at Salina, I called the owner back at Dead Cow International (71K)and described the engine issues. He was convinced it was carb ice, but put nopressure on me to fly it back if I was not comfortable. He instructed me tolet it sit for an hour and do a lengthy run-up before taking off if I chose todo so. I did this, and the return trip went fine.What this experience did to me as a student pilot with a couple dozen hours, wasput me in a constant state of awareness. Before that day, I operated on the'if millions of other people can fly and be safe trusting their rented equipment,then so can I' mentality. After that day, I have not fully trusted any aircraftI've flown. It was even worse flying a Rotax two-stroke while fully exposedin my Airbike. I never really 'relax' when I am piloting. I think if knewthe engine intimately, having gained an understanding of what is going on in their,and having turned the wrenches myself--knowing the quality of the componentsand the workmanship, I would be able to relax just a bit more. I don't wantto get back to being blissfully ignorant of the risks like I was as a student.I just want to be more in command of them. That has been my path to Corvairs and the philosophy that governs the 'movement'.--------Andy Garrett'General Purpose Creative Dude'Haysville, KansasRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
As a student pilot, I was on my second cross county solo from Wichita to Salina.During that flight, somewhere over McPherson, KS, the certified engine in the1976 Cessna 150M I was flying (N8634U) started sputtering. This was my firstexperience with engine trouble and it gave me a pucker. I went to the checklistand did as it said. Carb heat did nothing much but it ran well enough to completethe flight. I could see Salina after-all, and I had numerous off fieldoptions, so I stuck with it.As I started my descent, ATC called and advised me that I had a 747 heavy off myright wing passing under me. I looked out to read 'United States of America'down the length of the President's plane heading out to the gunnery range justto the west. I had not radioed my engine troubles to the tower. Otherwise, theysurely would have vectored 'Bigfoot whatever he was calling himself' awayfrom a path directly beneath me (POTUS was obvious not on board).On the ground at Salina, I called the owner back at Dead Cow International (71K)and described the engine issues. He was convinced it was carb ice, but put nopressure on me to fly it back if I was not comfortable. He instructed me tolet it sit for an hour and do a lengthy run-up before taking off if I chose todo so. I did this, and the return trip went fine.What this experience did to me as a student pilot with a couple dozen hours, wasput me in a constant state of awareness. Before that day, I operated on the'if millions of other people can fly and be safe trusting their rented equipment,then so can I' mentality. After that day, I have not fully trusted any aircraftI've flown. It was even worse flying a Rotax two-stroke while fully exposedin my Airbike. I never really 'relax' when I am piloting. I think if knewthe engine intimately, having gained an understanding of what is going on in their,and having turned the wrenches myself--knowing the quality of the componentsand the workmanship, I would be able to relax just a bit more. I don't wantto get back to being blissfully ignorant of the risks like I was as a student.I just want to be more in command of them. That has been my path to Corvairs and the philosophy that governs the 'movement'.--------Andy Garrett'General Purpose Creative Dude'Haysville, KansasRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Original Posted By: "biplan53"
I think this search information should be available on the forum for all of usnewbies. I never knew this. Why not offer this as an additional search?Thanks,Ray KrauseSent from my iPad> On Mar 17, 2015, at 3:05 PM, Bill Church wrote:> > > For the information of the newer members of the List, the archives actually go back to 1996. The current Forum http://forums.matronics.com/viewforum.php?f=7 was started in 2006, and if you execute a search from the Forum, it will only find results from 2006 onwards.> However, if you use the old search function http://www.matronics.com/search/ you will get results that are pulled from the very beginning.> Performing a search of the Pietenpol List Archives for "BRS", using the old searchengine resulted in finding discussions on the matter from January 1999,April 2004 and February 2005. The search also produced a lot of unrelated messagesthat you will have to weed through.> > Bill C.> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 495#439495> > > > > > > > > > ________________________________________________________________________________Subject: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
I think this search information should be available on the forum for all of usnewbies. I never knew this. Why not offer this as an additional search?Thanks,Ray KrauseSent from my iPad> On Mar 17, 2015, at 3:05 PM, Bill Church wrote:> > > For the information of the newer members of the List, the archives actually go back to 1996. The current Forum http://forums.matronics.com/viewforum.php?f=7 was started in 2006, and if you execute a search from the Forum, it will only find results from 2006 onwards.> However, if you use the old search function http://www.matronics.com/search/ you will get results that are pulled from the very beginning.> Performing a search of the Pietenpol List Archives for "BRS", using the old searchengine resulted in finding discussions on the matter from January 1999,April 2004 and February 2005. The search also produced a lot of unrelated messagesthat you will have to weed through.> > Bill C.> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 495#439495> > > > > > > > > > ________________________________________________________________________________Subject: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Re: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Original Posted By: Steven Dortch
Ray,My assumption is that the newer Forum Interface can only access the messages thathave been posted since the time that it became operational (almost 9 yearsago). Adding all of the previous archives would likely require someone takingthe time to (manually?) add all of the archived posts. I sure wouldn't wantto be saddled with that task.In any case, the old archived materials are all available, just through a differentformat. Here's the link to the old information page for the Pietenpol List,with various links to access the archived information.http://www.matronics.com/Navigator/?Pietenpol-ListOf course, all of this information is provided in the message at the very top ofthe Forum page (Official Pietenpol-List FAQ). It just isn't explicitly statedthat the newer Forum can only access messages that have been posted afterApril 2006. Bill C.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Wed, 18 Mar 2015 12:22:34 -0500Subject: Re: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Ray,My assumption is that the newer Forum Interface can only access the messages thathave been posted since the time that it became operational (almost 9 yearsago). Adding all of the previous archives would likely require someone takingthe time to (manually?) add all of the archived posts. I sure wouldn't wantto be saddled with that task.In any case, the old archived materials are all available, just through a differentformat. Here's the link to the old information page for the Pietenpol List,with various links to access the archived information.http://www.matronics.com/Navigator/?Pietenpol-ListOf course, all of this information is provided in the message at the very top ofthe Forum page (Official Pietenpol-List FAQ). It just isn't explicitly statedthat the newer Forum can only access messages that have been posted afterApril 2006. Bill C.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Wed, 18 Mar 2015 12:22:34 -0500Subject: Re: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Original Posted By: "biplan53"
Jack: if a BRS for a Piet costs $5000 installed, it would increase the asking priceof my Air Camper by 50%, not 33%. Most Piet enthusiasts that I know wouldrather save the $5000 to buy an overhauled A65 to power the rebuilt crashedhulk rather than spend it on a 'chute ;o)--------Oscar ZunigaMedford, ORAir Camper NX41CC "Scout"A75 powerRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Jack: if a BRS for a Piet costs $5000 installed, it would increase the asking priceof my Air Camper by 50%, not 33%. Most Piet enthusiasts that I know wouldrather save the $5000 to buy an overhauled A65 to power the rebuilt crashedhulk rather than spend it on a 'chute ;o)--------Oscar ZunigaMedford, ORAir Camper NX41CC "Scout"A75 powerRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Wind Chill - 120mph, 35 degrees, raining, shirtless....
Original Posted By: "Jack Philips"
I tell ya he looked pretty wild running out there with that hat and no shirt.--------Building steel fuselage aircamper.Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
I tell ya he looked pretty wild running out there with that hat and no shirt.--------Building steel fuselage aircamper.Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
RE: Pietenpol-List: Re: Frustrating day of study
Original Posted By: owner-pietenpol-list-server(at)matronics.com
Even though I=99m not a Corvair guy, I will weigh in on this one. The Corvair was designed to be an automobile engine. It has proven to be adaptable to be used in an aircraft, but one area that is somewhat weak is its crankshaft. An auto engine crankshaft does not encounter the huge gyroscopic loads that a spinning propeller induces. Hence, auto engines typically have crankshaft bearing that are perhaps an inch or two long. Even a low powered aircraft engine like a Continental A65 has a much longer front bearing, as shown below:If you plan to use a Corvair, doesn=99t it just make sense to follow the advice of William Wynne, who has pretty much devoted his life to modifying and studying these engines? Sure, it=99s an experimental aircraft and no one can make you do anything to decrease risk or increase safety, but we would all be remiss if we don=99t at least encourage you to follow the path with the greatest safety. Jack PhillipsNX899JPSmith Mountain Lake, Virginia
Even though I=99m not a Corvair guy, I will weigh in on this one. The Corvair was designed to be an automobile engine. It has proven to be adaptable to be used in an aircraft, but one area that is somewhat weak is its crankshaft. An auto engine crankshaft does not encounter the huge gyroscopic loads that a spinning propeller induces. Hence, auto engines typically have crankshaft bearing that are perhaps an inch or two long. Even a low powered aircraft engine like a Continental A65 has a much longer front bearing, as shown below:If you plan to use a Corvair, doesn=99t it just make sense to follow the advice of William Wynne, who has pretty much devoted his life to modifying and studying these engines? Sure, it=99s an experimental aircraft and no one can make you do anything to decrease risk or increase safety, but we would all be remiss if we don=99t at least encourage you to follow the path with the greatest safety. Jack PhillipsNX899JPSmith Mountain Lake, Virginia
Re: Pietenpol-List: Re: Frustrating day of study
Original Posted By: Jack
Andy,Asking questions is good, it is how you learn. But do stop and think, today youare objecting to a $1050 5th bearing on a Corvair, which will be in operationevery single revolution of the crank, but yesterdays question was on multi thousanddollar BRS that hopefully will never be used. Keep working toward a morebalanced perspective......------------------------------------------------I spoke with Andrew Pietenpol, BHP's Grandson on the phone for an hour last night. Subject: BHP lived in very hard times, in an area that was known for hard times. Neither he, nor his neighbors was ever prosperus by any national standard, Yet the man had the will to build and fly his creations. Andrew stated that his grandfather was a very, very tough guy who worked so hard he had a heart attack in his 40's. Few of us could fathom the chain of working days in the man's life. Maybe a guy making minimum wage has a much better chance of seeing the world through BHP's eyes. Read my take on Sterling Hayden's famous quote on being able to afford adventure here: http://flycorvair.net/2012/02/03/sterli ... ----Andrew Shared that in 1946-50 it cost about $1,000 to build a Piet. By my guess,that was an astronomical amount of money in post war rural Minnesota, and earning$32K/year now makes one comparatively very wealthy today.-------------------------------------------------------------Here is my perspective: Aviation costs money. About the least expensive plane Ican picture has an all up cost of $10,000. Lets say that you take 8 years tobuild it, thats $1,250/year or $3 and 42 cents a day. If you smoke or drink coffee,you spend a lot more than this. Dont like to hear about 8 years? Want tochange that? Here is the easy way: Do nothing this year, and next year it willbe nine years. $20 a day for 3 years is $21,900. For that kind of money youcan have many airplanes. Being wealthy isnt the key, getting started is.-------------------------------------------------------------------Most people who quit, do so because they lost interest or motivation. Very fewpeople actually quit because they ran out of money. It this was the case, theprojects for sale would all have every bit of the detailed labor done, but younever see them for sale that way. Thus it is foolish to look for ways to savemoney, but spend little time figuring out how to stay motivated. Figuring outwhat "recharges the motivation battery" is much more important than looking fordeals For some of us it is hanging out with a guy wearing a sock money hatstanding bare chested in the prop blast at 35 degrees.-----------------------------------------------------------------When I flew my Piet to Brodhead in 2000, I worked as a GA A&P self employed mechanicand made about $12K in a bad year, $15K in a good one. To save money then,I did things like drive a 1986 Chevy truck. Today, 15 years later, I stilldrive a 1986 Chevy truck. 180 car payments I never made since then has paid fora giant amount of building and flying. --------------------------------------------------------P F Beck's Piet pictured here: http://flycorvair.net/2013/01/11/pieten ... red-piets/ was built for $6,800 including the electric start Corvair. With a 5th bearing, this is still less than $8K. It has flown more than 250 passengers. It has been the door to Pietenpols for many people, and an inspirational example for cloning: http://flycorvair.net/2013/01/17/nwe-pi ... --------If your piet has brakes, paint that cost more than $20/gallon, a radio, any kind of an interior, but it does not have a 5th bearing, then IMHO, you are making a value-judgment error. That is just my opinion, but it is based on a lot of observation. Read: http://flycorvair.net/2013/04/20/risk-m ... ------This story was the #2 most read story on our main site in 2014: http://flycorvair.net/2012/11/17/steel- ... accidents/ Read it and develop some values about where to put your money in your project. (The story is not against any method of construction, it is about how the right answer is situational and personal).------------------------------------------------------The comments that most people who are not yet flying a Corvair powered plane make about Piet's not needing 5th bearings are either not valid, or situationally not true, taken out of context. The only Piet motor we have built in 8 years without a 5th bearing is the one for "the last original" Bill Knight decided that it was vitally important that the engine stay externally as a BHP installation. (inside it is all modern stuff) We had a very specially inspected, nitride, low mileage crank prepped for the engine by Moldex Cranks in Detroit. The one that comes in most cores, is not nearly in this good condition. No local crank grinder and prep and NDT a crank like Moldex Read: http://flycorvair.net/2013/01/16/gettin ... s-options/ To come to some conclusion like 'it worked for 45 years, it will work for me today' and then taking the crank to a local machine shop that destroys the radius in the fillets, ignores the critical fact that almost none of the cranks in the early planes were reground. They were original. Regrinding works just like new, but only when it is done by people who make it just like new. If you don't have that, you don't have what the early guys had, and you will not have the same results.----------------------------------------------------------VERY IMPORTANT: Isaac Newton didn't invent gravity. He didn't make anything. All he did was observe what was going on, and find a way of speaking articulately of it that allowed people a much better perspective on how things work. Connection: Builders occasionally talk about 'the ww philosophy" as is I invented something that didn't exist before. That isn't factual. In reality, I am just doing a tiny version of what Newton did, which is observe what is happening for a long time, see it though many sets of eyes, and then discuss it in an articulate way that allows builders to form a sharper personal perspective. That is where both this: http://flycorvair.net/2015/01/12/though ... ollection/ and this page http://flycorvair.net/2014/01/21/risk-m ... ence-page/ come from. -ww.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Re: Pietenpol-List: Re: Frustrating day of study
Andy,Asking questions is good, it is how you learn. But do stop and think, today youare objecting to a $1050 5th bearing on a Corvair, which will be in operationevery single revolution of the crank, but yesterdays question was on multi thousanddollar BRS that hopefully will never be used. Keep working toward a morebalanced perspective......------------------------------------------------I spoke with Andrew Pietenpol, BHP's Grandson on the phone for an hour last night. Subject: BHP lived in very hard times, in an area that was known for hard times. Neither he, nor his neighbors was ever prosperus by any national standard, Yet the man had the will to build and fly his creations. Andrew stated that his grandfather was a very, very tough guy who worked so hard he had a heart attack in his 40's. Few of us could fathom the chain of working days in the man's life. Maybe a guy making minimum wage has a much better chance of seeing the world through BHP's eyes. Read my take on Sterling Hayden's famous quote on being able to afford adventure here: http://flycorvair.net/2012/02/03/sterli ... ----Andrew Shared that in 1946-50 it cost about $1,000 to build a Piet. By my guess,that was an astronomical amount of money in post war rural Minnesota, and earning$32K/year now makes one comparatively very wealthy today.-------------------------------------------------------------Here is my perspective: Aviation costs money. About the least expensive plane Ican picture has an all up cost of $10,000. Lets say that you take 8 years tobuild it, thats $1,250/year or $3 and 42 cents a day. If you smoke or drink coffee,you spend a lot more than this. Dont like to hear about 8 years? Want tochange that? Here is the easy way: Do nothing this year, and next year it willbe nine years. $20 a day for 3 years is $21,900. For that kind of money youcan have many airplanes. Being wealthy isnt the key, getting started is.-------------------------------------------------------------------Most people who quit, do so because they lost interest or motivation. Very fewpeople actually quit because they ran out of money. It this was the case, theprojects for sale would all have every bit of the detailed labor done, but younever see them for sale that way. Thus it is foolish to look for ways to savemoney, but spend little time figuring out how to stay motivated. Figuring outwhat "recharges the motivation battery" is much more important than looking fordeals For some of us it is hanging out with a guy wearing a sock money hatstanding bare chested in the prop blast at 35 degrees.-----------------------------------------------------------------When I flew my Piet to Brodhead in 2000, I worked as a GA A&P self employed mechanicand made about $12K in a bad year, $15K in a good one. To save money then,I did things like drive a 1986 Chevy truck. Today, 15 years later, I stilldrive a 1986 Chevy truck. 180 car payments I never made since then has paid fora giant amount of building and flying. --------------------------------------------------------P F Beck's Piet pictured here: http://flycorvair.net/2013/01/11/pieten ... red-piets/ was built for $6,800 including the electric start Corvair. With a 5th bearing, this is still less than $8K. It has flown more than 250 passengers. It has been the door to Pietenpols for many people, and an inspirational example for cloning: http://flycorvair.net/2013/01/17/nwe-pi ... --------If your piet has brakes, paint that cost more than $20/gallon, a radio, any kind of an interior, but it does not have a 5th bearing, then IMHO, you are making a value-judgment error. That is just my opinion, but it is based on a lot of observation. Read: http://flycorvair.net/2013/04/20/risk-m ... ------This story was the #2 most read story on our main site in 2014: http://flycorvair.net/2012/11/17/steel- ... accidents/ Read it and develop some values about where to put your money in your project. (The story is not against any method of construction, it is about how the right answer is situational and personal).------------------------------------------------------The comments that most people who are not yet flying a Corvair powered plane make about Piet's not needing 5th bearings are either not valid, or situationally not true, taken out of context. The only Piet motor we have built in 8 years without a 5th bearing is the one for "the last original" Bill Knight decided that it was vitally important that the engine stay externally as a BHP installation. (inside it is all modern stuff) We had a very specially inspected, nitride, low mileage crank prepped for the engine by Moldex Cranks in Detroit. The one that comes in most cores, is not nearly in this good condition. No local crank grinder and prep and NDT a crank like Moldex Read: http://flycorvair.net/2013/01/16/gettin ... s-options/ To come to some conclusion like 'it worked for 45 years, it will work for me today' and then taking the crank to a local machine shop that destroys the radius in the fillets, ignores the critical fact that almost none of the cranks in the early planes were reground. They were original. Regrinding works just like new, but only when it is done by people who make it just like new. If you don't have that, you don't have what the early guys had, and you will not have the same results.----------------------------------------------------------VERY IMPORTANT: Isaac Newton didn't invent gravity. He didn't make anything. All he did was observe what was going on, and find a way of speaking articulately of it that allowed people a much better perspective on how things work. Connection: Builders occasionally talk about 'the ww philosophy" as is I invented something that didn't exist before. That isn't factual. In reality, I am just doing a tiny version of what Newton did, which is observe what is happening for a long time, see it though many sets of eyes, and then discuss it in an articulate way that allows builders to form a sharper personal perspective. That is where both this: http://flycorvair.net/2015/01/12/though ... ollection/ and this page http://flycorvair.net/2014/01/21/risk-m ... ence-page/ come from. -ww.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Re: Pietenpol-List: Re: Frustrating day of study
Original Posted By:> owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-li
On the 85 too http://textors.com/IMG_4766_640x427.jpg Other pictures of my C85 build can be seen here http://textors.com/PietProject.htmlSent from my iPadJack Textor> On Mar 19, 2015, at 7:15 AM, "Jack Philips" wrote:> > Even though I=99m not a Corvair guy, I will weigh in on this one. The Corvair was designed to be an automobile engine. It has proven to be adaptable to be used in an aircraft, but one area that is somewhat weak is its crankshaft. An auto engine crankshaft does not encounter the huge gyroscopic loads that a spinning propeller induces. Hence, auto engines typically have crankshaft bearing that are perhaps an inch or two long. Even a low powered aircraft engine like a Continental A65 has a much longer front bearing, as shown below:> > > > If you plan to use a Corvair, doesn=99t it just make sense to follow the advice of William Wynne, who has pretty much devoted his life to modifying and studying these engines? Sure, it=99s an experimental aircraft and no one can make you do anything to decrease risk or increase safety, but we would all be remiss if we don=99t at least encourage you to follow the path with the greatest safety.> > Jack Phillips> NX899JP> Smith Mountain Lake, Virginia>
On the 85 too http://textors.com/IMG_4766_640x427.jpg Other pictures of my C85 build can be seen here http://textors.com/PietProject.htmlSent from my iPadJack Textor> On Mar 19, 2015, at 7:15 AM, "Jack Philips" wrote:> > Even though I=99m not a Corvair guy, I will weigh in on this one. The Corvair was designed to be an automobile engine. It has proven to be adaptable to be used in an aircraft, but one area that is somewhat weak is its crankshaft. An auto engine crankshaft does not encounter the huge gyroscopic loads that a spinning propeller induces. Hence, auto engines typically have crankshaft bearing that are perhaps an inch or two long. Even a low powered aircraft engine like a Continental A65 has a much longer front bearing, as shown below:> > > > If you plan to use a Corvair, doesn=99t it just make sense to follow the advice of William Wynne, who has pretty much devoted his life to modifying and studying these engines? Sure, it=99s an experimental aircraft and no one can make you do anything to decrease risk or increase safety, but we would all be remiss if we don=99t at least encourage you to follow the path with the greatest safety.> > Jack Phillips> NX899JP> Smith Mountain Lake, Virginia>
Re: Pietenpol-List: Re: Frustrating day of study
Original Posted By:> owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-li
Very good explanation Jack and I agree with you. Gardiner. Sent from my iPad> On Mar 19, 2015, at 8:15 AM, "Jack Philips" wrote:> > Even though I=99m not a Corvair guy, I will weigh in on this one. The Corvair was designed to be an automobile engine. It has proven to be adaptable to be used in an aircraft, but one area that is somewhat weak is its crankshaft. An auto engine crankshaft does not encounter the huge gyroscopic loads that a spinning propeller induces. Hence, auto engines typically have crankshaft bearing that are perhaps an inch or two long. Even a low powered aircraft engine like a Continental A65 has a much longer front bearing, as shown below:> > > > If you plan to use a Corvair, doesn=99t it just make sense to follow the advice of William Wynne, who has pretty much devoted his life to modifying and studying these engines? Sure, it=99s an experimental aircraft and no one can make you do anything to decrease risk or increase safety, but we would all be remiss if we don=99t at least encourage you to follow the path with the greatest safety.> > Jack Phillips> NX899JP> Smith Mountain Lake, Virginia>
Very good explanation Jack and I agree with you. Gardiner. Sent from my iPad> On Mar 19, 2015, at 8:15 AM, "Jack Philips" wrote:> > Even though I=99m not a Corvair guy, I will weigh in on this one. The Corvair was designed to be an automobile engine. It has proven to be adaptable to be used in an aircraft, but one area that is somewhat weak is its crankshaft. An auto engine crankshaft does not encounter the huge gyroscopic loads that a spinning propeller induces. Hence, auto engines typically have crankshaft bearing that are perhaps an inch or two long. Even a low powered aircraft engine like a Continental A65 has a much longer front bearing, as shown below:> > > > If you plan to use a Corvair, doesn=99t it just make sense to follow the advice of William Wynne, who has pretty much devoted his life to modifying and studying these engines? Sure, it=99s an experimental aircraft and no one can make you do anything to decrease risk or increase safety, but we would all be remiss if we don=99t at least encourage you to follow the path with the greatest safety.> > Jack Phillips> NX899JP> Smith Mountain Lake, Virginia>
Pietenpol-List: Re: Finding your own balance on expense vs investment
Original Posted By: "Douwe Blumberg"
Let me tag on this thought:http://flycorvair.net/2014/06/16/though ... nomy/Doing things the right way usually costs a fair amount of money, but doing themthe cheap way always costs a fortune.-ww.-------------------------------A conspicuous consumer only has the admiration of the envious spectator. A craftsman,an innovator and a champion have the admiration of real aviators. I havenot devoted my working life to experimental aviation to chase pointless trendsand distractions. I am in aviation to find my place in the timeless truthsthat any real aviator since 1903 would immediately understand. Charles Lindberghpassed from this earth in 1974 having never seen a glass cockpit. His understandingof the awe inspiring beauty of flight was not diminished by the lackof a little screen to stare at. This is a good way to evaluate the essential fromthe accessory. -ww.Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Let me tag on this thought:http://flycorvair.net/2014/06/16/though ... nomy/Doing things the right way usually costs a fair amount of money, but doing themthe cheap way always costs a fortune.-ww.-------------------------------A conspicuous consumer only has the admiration of the envious spectator. A craftsman,an innovator and a champion have the admiration of real aviators. I havenot devoted my working life to experimental aviation to chase pointless trendsand distractions. I am in aviation to find my place in the timeless truthsthat any real aviator since 1903 would immediately understand. Charles Lindberghpassed from this earth in 1974 having never seen a glass cockpit. His understandingof the awe inspiring beauty of flight was not diminished by the lackof a little screen to stare at. This is a good way to evaluate the essential fromthe accessory. -ww.Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________