Original Posted By: Hans Van Der Voort
We purchased- an 0 200 complete with new mags,a remanufactered marvel carb with 30 min. run time. It hadn't been run for 2 years and it starts easy but it has a very bad hesitation when pushing the throttle. The pump works good and it runs good and sounds good . We put a new kit ($300.00) in it-and soaked it for a couple days but it didn't help.Tha carb is part # 10-4894-1 marvel.-We took a carb off a culver cadet and put it on and it runs beautiful.-Does anyone have any suggestions on a remedy.--Thank you,Bob________________________________________________________________________________Subject: Re: Pietenpol-List: Engine out
Pietenpol-List: Engine out
Pietenpol-List: Engine out
Original Posted By: "Ozarkflyer"
In the lated Sport Aviation magazine there is an article written by Dick Vangrunsvenfrom Van's Aircraft that should be required reading for anyone buildingan airplane. He talks about adding weight to the aircraft and making changes tothe plans. Never a hot topic here. ;)Not sure the link will work, but the article starts on page 96. The story he refersto in the June edition (p.32), is about a guy who built a beautiful RV-10(I can't find the link. That website needs some help). http://www.sportaviationonline.org/spor ... #pg96Chuck - Manufacturing metal parts in Raleigh NC!989CBRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Engine out
In the lated Sport Aviation magazine there is an article written by Dick Vangrunsvenfrom Van's Aircraft that should be required reading for anyone buildingan airplane. He talks about adding weight to the aircraft and making changes tothe plans. Never a hot topic here. ;)Not sure the link will work, but the article starts on page 96. The story he refersto in the June edition (p.32), is about a guy who built a beautiful RV-10(I can't find the link. That website needs some help). http://www.sportaviationonline.org/spor ... #pg96Chuck - Manufacturing metal parts in Raleigh NC!989CBRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Engine out
Re: Pietenpol-List: Engine out
Original Posted By: Jose Dominguez
Just curious....how many of you have suffered an engine-out failure? Either ina Piet or any other aircraft.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Re: Pietenpol-List: Engine out
Just curious....how many of you have suffered an engine-out failure? Either ina Piet or any other aircraft.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Re: Pietenpol-List: Engine out
Original Posted By: "Robert S. Edson"
I had the left engine quit on takeoff wile flying a Cessna 402 for Cape Air.Sent from my iPadOn Aug 8, 2011, at 11:32 AM, "Ozarkflyer" wrote:> > Just curious....how many of you have suffered an engine-out failure? Eitherin a Piet or any other aircraft.> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 921#348921> > > > > > > > > > ________________________________________________________________________________
I had the left engine quit on takeoff wile flying a Cessna 402 for Cape Air.Sent from my iPadOn Aug 8, 2011, at 11:32 AM, "Ozarkflyer" wrote:> > Just curious....how many of you have suffered an engine-out failure? Eitherin a Piet or any other aircraft.> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 921#348921> > > > > > > > > > ________________________________________________________________________________
Pietenpol-List: Re: Engine out
Original Posted By: "Ozarkflyer"
Billy Hi from UK.Thanks for clearing up the Piet type aircraft. I'm not from the Piet world butlike them a lot.Belonging to this Pietenpol List is great as I have a similar age of design Parasol,The Corben Junior Ace.I'll send you a picture to keep your spirits up before the conquest of the ribs!RegardsGerry________________________________________________________________________________Subject: Pietenpol-List: Re: Engine out
Billy Hi from UK.Thanks for clearing up the Piet type aircraft. I'm not from the Piet world butlike them a lot.Belonging to this Pietenpol List is great as I have a similar age of design Parasol,The Corben Junior Ace.I'll send you a picture to keep your spirits up before the conquest of the ribs!RegardsGerry________________________________________________________________________________Subject: Pietenpol-List: Re: Engine out
Original Posted By: "Charles Campbell"
MichaelI hope you're on the ground.Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
MichaelI hope you're on the ground.Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________
Re: Pietenpol-List: Engine out
Original Posted By: "Ozarkflyer"
I had an engine failure in a Navy SNJ. I think it was carb ice. I dead stick landed at an auxilliary air field. Restarted the engine and it checked out fine so I took off and went back to main base. When that engine quit, man it really got quiet all of a sudden. Don't want it to happen again.----- Original Message -----
I had an engine failure in a Navy SNJ. I think it was carb ice. I dead stick landed at an auxilliary air field. Restarted the engine and it checked out fine so I took off and went back to main base. When that engine quit, man it really got quiet all of a sudden. Don't want it to happen again.----- Original Message -----
Original Posted By: Ozarkflyer
I did, three weeks after my first flight in my Pietenpol.Engine out was caused by my flawed fuel system.I orginally had a 2 1/2 gallon header tank behind the firewall this header tank was vented in a high pressure area.While the main tank was vented in low pressure area.The short of it, when the 2 1/2 gallon Header tank was empty the engine quit.The header tank started filling again when I was stationary on the Ground.No damage, just a lesson learned.Needles to say fuel system has been changed.HansNX15KV-----Original Message-----
I did, three weeks after my first flight in my Pietenpol.Engine out was caused by my flawed fuel system.I orginally had a 2 1/2 gallon header tank behind the firewall this header tank was vented in a high pressure area.While the main tank was vented in low pressure area.The short of it, when the 2 1/2 gallon Header tank was empty the engine quit.The header tank started filling again when I was stationary on the Ground.No damage, just a lesson learned.Needles to say fuel system has been changed.HansNX15KV-----Original Message-----
Pietenpol-List: Re: Engine out
Original Posted By: "tdudley(at)umn.edu"
i just got back from the Brodhead Piet reunion/ fly-in a few weeks ago, so my spiritsare still quite high Gerry! But the entire Piet list and I are alwayssuckers for pictures, so send them on! And welcome to the list!--------Billy McCaskillUrbana, ILtail section almost done, starting on ribs soonRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
i just got back from the Brodhead Piet reunion/ fly-in a few weeks ago, so my spiritsare still quite high Gerry! But the entire Piet list and I are alwayssuckers for pictures, so send them on! And welcome to the list!--------Billy McCaskillUrbana, ILtail section almost done, starting on ribs soonRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
Pietenpol-List: Re: Engine out
Original Posted By: "Baldeagle"
Thanks..I printed your stuff Jack. I think that's the one I saw before. There's alot ofgood detail in it. Thanks all..LarryRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
Thanks..I printed your stuff Jack. I think that's the one I saw before. There's alot ofgood detail in it. Thanks all..LarryRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
Pietenpol-List: Re: Engine out
Original Posted By: "tools"
Subject: Pietenpol-List: New Crankshafts for FordsI just ran across an announcement that SCAT Enterprises, which iswell-known for cranks for racing VWs and lately for newer Ford V-8 blocks,is now offering Chromoly forged cranks for Model As and Ts.They are apparently counterweighted, accurately machined and balanced andmicropolished. I assume they are for insert bearings, but theannouncement didn't say one way or the other.Sound interesting for Ford aficionados who can't find a good, straight,stock crank.--Mac in Oregon________________________________________________________________________________Subject: Pietenpol-List: Re: Engine out
Subject: Pietenpol-List: New Crankshafts for FordsI just ran across an announcement that SCAT Enterprises, which iswell-known for cranks for racing VWs and lately for newer Ford V-8 blocks,is now offering Chromoly forged cranks for Model As and Ts.They are apparently counterweighted, accurately machined and balanced andmicropolished. I assume they are for insert bearings, but theannouncement didn't say one way or the other.Sound interesting for Ford aficionados who can't find a good, straight,stock crank.--Mac in Oregon________________________________________________________________________________Subject: Pietenpol-List: Re: Engine out
Re: Pietenpol-List: Re: Engine out
Original Posted By: "Scott Knowlton "
But, didn't the engine block crack the day before?-- Dan Yocumyocum137(at)gmail.com"I fly because it releases my mind from the tyranny of petty things."On Aug 8, 2011, at 9:52 PM, "Baldeagle" wrote:> > 13691 with a broken crankshaft, in the beans near Momence, IL in July 2009> > > > > > > -> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 000#349000> > > > > > > > > > > > ______________________________________________________________________> This email has been scanned by the MessageLabs Email Security System.> For more information please visit http://www.messagelabs.com/email > ______________________________________________________________________________________________________________________________________________________
But, didn't the engine block crack the day before?-- Dan Yocumyocum137(at)gmail.com"I fly because it releases my mind from the tyranny of petty things."On Aug 8, 2011, at 9:52 PM, "Baldeagle" wrote:> > 13691 with a broken crankshaft, in the beans near Momence, IL in July 2009> > > > > > > -> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 000#349000> > > > > > > > > > > > ______________________________________________________________________> This email has been scanned by the MessageLabs Email Security System.> For more information please visit http://www.messagelabs.com/email > ______________________________________________________________________________________________________________________________________________________
Original Posted By: Max Hegler
I probably have 6 or 7 thousand hours, and no engine failures. I've shut a fewdown in twin engine jets, no big deal at all. Lost ALL my oil in a single enginejet, and had several other problems (took out the hydraulic flight controls,there was a manual back up), but managed to get it on the ground in underten minutes. The engine ran flawlessly throughout, which I thought was amazing.That thing was cranking some 10K rpms, for ten minutes, with NO oil. Purely an estimate, but I probably have more than 2 thousand hours in simulators...there, on the other hand, I've lost so many engines for a while I wasn'tsure I could land a plane with both engines running! I'm new to this light civil aviation thing. It's amazing how much I have to learn,and change my mindset. In the military, where all the above happened, Ihad an ejection seat. That TOTALLY changes your mindset. In the airlines, I'veNEVER had an engine problem ANYWHERE other than on the start. And flying themsingle engine really is no big deal. Crazy reliable and spoils you. I got a ride in a Bonanza one day. The pilot took off, waited a while, muttereda safe landing could no longer be made and retracted the gear. My whole life,a safe STOP can't even be made quite some time before you even get airborne.Lots of little things like that. Then there's the old B-57 guys and the dreaded SEVEN engine approach!ToolsRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
I probably have 6 or 7 thousand hours, and no engine failures. I've shut a fewdown in twin engine jets, no big deal at all. Lost ALL my oil in a single enginejet, and had several other problems (took out the hydraulic flight controls,there was a manual back up), but managed to get it on the ground in underten minutes. The engine ran flawlessly throughout, which I thought was amazing.That thing was cranking some 10K rpms, for ten minutes, with NO oil. Purely an estimate, but I probably have more than 2 thousand hours in simulators...there, on the other hand, I've lost so many engines for a while I wasn'tsure I could land a plane with both engines running! I'm new to this light civil aviation thing. It's amazing how much I have to learn,and change my mindset. In the military, where all the above happened, Ihad an ejection seat. That TOTALLY changes your mindset. In the airlines, I'veNEVER had an engine problem ANYWHERE other than on the start. And flying themsingle engine really is no big deal. Crazy reliable and spoils you. I got a ride in a Bonanza one day. The pilot took off, waited a while, muttereda safe landing could no longer be made and retracted the gear. My whole life,a safe STOP can't even be made quite some time before you even get airborne.Lots of little things like that. Then there's the old B-57 guys and the dreaded SEVEN engine approach!ToolsRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________
> Pietenpol-List: Re: Engine out
Original Posted By:> n0kkj(at)yahoo.com
Actually the B-57 only had two engines... of course a flight of four could have had a 7 engine approach...Max> Subject: Pietenpol-List: Re: Engine out
Actually the B-57 only had two engines... of course a flight of four could have had a 7 engine approach...Max> Subject: Pietenpol-List: Re: Engine out
Pietenpol-List: Re: Engine out
Original Posted By: "Ozarkflyer"
yocum137(at)gmail.com wrote:> But, didn't the engine block crack the day before?> [/quote]The mag mount cracked the day before, and was welded. It broke again when thecrankshaft broke, I think because the jagged halves of the crank were poundingback against the mag drive.Pulling the engine the day before to repair the mag mount, under the proverbialshade tree:-Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
yocum137(at)gmail.com wrote:> But, didn't the engine block crack the day before?> [/quote]The mag mount cracked the day before, and was welded. It broke again when thecrankshaft broke, I think because the jagged halves of the crank were poundingback against the mag drive.Pulling the engine the day before to repair the mag mount, under the proverbialshade tree:-Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
Re: Pietenpol-List: Re: Engine out
Original Posted By: mark lee
Actually, having been around a bunch (SAC) of B52's and a few B57's (Viet Nam)there's more than a seven engine difference.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 9 Aug 2011 08:42:05 -0700Subject: Re: Pietenpol-List: Re: Engine out
Actually, having been around a bunch (SAC) of B52's and a few B57's (Viet Nam)there's more than a seven engine difference.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 9 Aug 2011 08:42:05 -0700Subject: Re: Pietenpol-List: Re: Engine out
Re: Pietenpol-List: Re: Engine out
Original Posted By: shad bell
Pietenpol-List: Re: Engine out
Original Posted By: Dan Yocum
I think I recognize several good eggs in that shot. Did Frank ever find out whyor where the crank broke?Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 09 Aug 2011 19:24:02 -0500
I think I recognize several good eggs in that shot. Did Frank ever find out whyor where the crank broke?Read this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 09 Aug 2011 19:24:02 -0500
Pietenpol-List: Re: Engine out
Original Posted By: "Ozarkflyer"
As a note of interest, Chet Peek writes in his excellent book "The Pietenpol Story"of an incident involving BHP and spins. From this story, it sounds like spinshad been performed in Air Campers before, but in one instance, with BHP inthe front seat, and a heavier pilot in the rear, they got into a flat spin,and barely recovered. A cautionary tale. Probably best to just avoid spins withthe Air Camper.Bill C.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/piet ... ___Subject: Pietenpol-List: Re: Engine out
As a note of interest, Chet Peek writes in his excellent book "The Pietenpol Story"of an incident involving BHP and spins. From this story, it sounds like spinshad been performed in Air Campers before, but in one instance, with BHP inthe front seat, and a heavier pilot in the rear, they got into a flat spin,and barely recovered. A cautionary tale. Probably best to just avoid spins withthe Air Camper.Bill C.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/piet ... ___Subject: Pietenpol-List: Re: Engine out
Re: Pietenpol-List: Re: Engine out
Original Posted By: Ken Bickers
Thanks for all of the great input and personal experiences. I'm just trying tofind out things others have experienced and hoping to have enough sense to checkfor those obvious things that could cause a problem. Even the not-so-obviousthings. My experience has been limited to C-150/52, C-172 and C-182 so you cansee my curiosity regarding other types of ac and engines. I have no experiencewith tail-draggers or stick controls but hopefully that issue will be resolvedwithin the next couple of months.The value of practicing engine out procedures seems to be in-valuable but my experienceis that it is never practiced during a BFR. Even through 3 CFI's whohave given me the BFR, so I just do it on my own.Larry RaganMountain View, ARRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Wed, 10 Aug 2011 09:16:11 -0600Subject: Re: Pietenpol-List: Re: Engine out
Thanks for all of the great input and personal experiences. I'm just trying tofind out things others have experienced and hoping to have enough sense to checkfor those obvious things that could cause a problem. Even the not-so-obviousthings. My experience has been limited to C-150/52, C-172 and C-182 so you cansee my curiosity regarding other types of ac and engines. I have no experiencewith tail-draggers or stick controls but hopefully that issue will be resolvedwithin the next couple of months.The value of practicing engine out procedures seems to be in-valuable but my experienceis that it is never practiced during a BFR. Even through 3 CFI's whohave given me the BFR, so I just do it on my own.Larry RaganMountain View, ARRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Wed, 10 Aug 2011 09:16:11 -0600Subject: Re: Pietenpol-List: Re: Engine out
RE: Pietenpol-List: Re: Engine out
Original Posted By: owner-pietenpol-list-server(at)matronics.com
Hi Larry,Outstanding that you practice engine out procedures on your own! Just don=92tget too low before adding the power back in. As a CFI, I make sure that Icover engine out procedures on every BFR I do. I usually pick a field thatis not readily visible to the pilot, then have him/her do a maneuver (Iactually prefer to pull the throttle while they are doing "clearing turns"prior to beginning a maneuver so it takes a few seconds to wrap their headaround the fact that they just lost the engine). It doesn't matter if theyfind the field that I had chosen, as long as a) they choose a field suitableto land in and, b) they set up a glide that will actually make the field.Once the glide is established I'll put the power back in, without everletting them get lower than about 500' AGL. Then we=92ll discuss the likelyresults. I remember one pilot at Smith Mountain Lake that chose a field andremembered the wind direction and set up his landing into the wind.Unfortunately, the terrain around the lake is fairly mountainous and hischoice to land into the wind (which was only blowing about 5 knots) meant hewas landing downhill and heading for the water. He realized his mistake buttoo late to make it to another field. Had this been a real forced landing,he would have been swimming. If he had chosen to land uphill, it would havebeen a very easy landing to make, even if it was downwind.It's good practice (and helps pass the time on a long cross-country) toconstantly be looking for fields where you can make a successful forcedlanding, and keep that field in mind until you find another one furtherahead, then start looking again. Understand that in a Pietenpol, the glideratio is not very good (actually, it is similar to that of the SpaceShuttle, which is awful), so your radius of search is pretty small. Thegood news is it doesn't take a very big field to put a Pietenpol down in,but you might have to take it out by truck.I've never had a total power failure, but I have had two forced landings dueto partial power failures. Both were preventable. The first was in a J-3Cub in Tennessee many years ago. The local A&P had pulled the spark plugsto clean them (we had been having magneto problems that summer) and forgotto torque one of them. The plug blew out while I was on a cross-country,and the engine would only maintain about 1200 RPM - not enough to keep it inthe air. I was over Interstate 40 but didn't want to land on the busyhighway and remembered a pasture about a mile back. I made a safe landingin the pasture and found the plug still hanging on the harness. Afterborrowing a 7/8" deep socket from the farmer I re-installed the plug andflew the plane out of the pasture and back home.The second was with my Pietenpol, after I had inserted some stainless steelwool in the carb heat muffs to increase heat transfer. I did some fairlyextensive ground testing and verified (I thought) the wool was secure, andthen flew it for several hours, checking it after each flight. Then I flewa photo mission on a cold (29=B0 F) morning over a lake just west of Raleigh,NC. I was having trouble keeping up with the Aviat Husky photo plane andwas picking up carburetor ice. I pulled on full carburetor heat andcontinued flying at full throttle to keep up with the Husky. Just as wefinished the shoot, the wool came loose and was immediately sucked into thecarburetor (obviously, my testing should have been done at full throttle,and cruise speeds). The RPM dropped to about 1200 and I immediately went tobest glide speed, which on my plane is 55 mph. I was 800=92 AGL and the VSIsaid I was coming down at 400 fpm. I was over a forest but heading for theclosest airfield, which was about 4 miles away. As I came over US Highway64 I was at 200=92 and still well over a mile from the strip so I opted toland on the highway. As I set up to land, I realized a pickup truck wasright where I needed to be, so I had to pull the nose up and let him get infront of me. Then, to keep from stalling I nosed down and literally flew itinto the ground, hitting fairly hard and bouncing. I recovered from thebounce and landed it 3-point and was congratulating myself for havingsurvived when the right wing started to drop. Full left aileron and fullleft rudder weren=92t enough to keep it on the road and it went off into theditch on the right and groundlooped. Only after it stopped did I realizethe axle had broken when I first hit and I was trailing the right wheel bythe brakeline. Only time I=92ve ever put a scratch on an airplane.Jack PhillipsNX899JPSmith Mountain Lake, Virginia-----Original Message-----
Hi Larry,Outstanding that you practice engine out procedures on your own! Just don=92tget too low before adding the power back in. As a CFI, I make sure that Icover engine out procedures on every BFR I do. I usually pick a field thatis not readily visible to the pilot, then have him/her do a maneuver (Iactually prefer to pull the throttle while they are doing "clearing turns"prior to beginning a maneuver so it takes a few seconds to wrap their headaround the fact that they just lost the engine). It doesn't matter if theyfind the field that I had chosen, as long as a) they choose a field suitableto land in and, b) they set up a glide that will actually make the field.Once the glide is established I'll put the power back in, without everletting them get lower than about 500' AGL. Then we=92ll discuss the likelyresults. I remember one pilot at Smith Mountain Lake that chose a field andremembered the wind direction and set up his landing into the wind.Unfortunately, the terrain around the lake is fairly mountainous and hischoice to land into the wind (which was only blowing about 5 knots) meant hewas landing downhill and heading for the water. He realized his mistake buttoo late to make it to another field. Had this been a real forced landing,he would have been swimming. If he had chosen to land uphill, it would havebeen a very easy landing to make, even if it was downwind.It's good practice (and helps pass the time on a long cross-country) toconstantly be looking for fields where you can make a successful forcedlanding, and keep that field in mind until you find another one furtherahead, then start looking again. Understand that in a Pietenpol, the glideratio is not very good (actually, it is similar to that of the SpaceShuttle, which is awful), so your radius of search is pretty small. Thegood news is it doesn't take a very big field to put a Pietenpol down in,but you might have to take it out by truck.I've never had a total power failure, but I have had two forced landings dueto partial power failures. Both were preventable. The first was in a J-3Cub in Tennessee many years ago. The local A&P had pulled the spark plugsto clean them (we had been having magneto problems that summer) and forgotto torque one of them. The plug blew out while I was on a cross-country,and the engine would only maintain about 1200 RPM - not enough to keep it inthe air. I was over Interstate 40 but didn't want to land on the busyhighway and remembered a pasture about a mile back. I made a safe landingin the pasture and found the plug still hanging on the harness. Afterborrowing a 7/8" deep socket from the farmer I re-installed the plug andflew the plane out of the pasture and back home.The second was with my Pietenpol, after I had inserted some stainless steelwool in the carb heat muffs to increase heat transfer. I did some fairlyextensive ground testing and verified (I thought) the wool was secure, andthen flew it for several hours, checking it after each flight. Then I flewa photo mission on a cold (29=B0 F) morning over a lake just west of Raleigh,NC. I was having trouble keeping up with the Aviat Husky photo plane andwas picking up carburetor ice. I pulled on full carburetor heat andcontinued flying at full throttle to keep up with the Husky. Just as wefinished the shoot, the wool came loose and was immediately sucked into thecarburetor (obviously, my testing should have been done at full throttle,and cruise speeds). The RPM dropped to about 1200 and I immediately went tobest glide speed, which on my plane is 55 mph. I was 800=92 AGL and the VSIsaid I was coming down at 400 fpm. I was over a forest but heading for theclosest airfield, which was about 4 miles away. As I came over US Highway64 I was at 200=92 and still well over a mile from the strip so I opted toland on the highway. As I set up to land, I realized a pickup truck wasright where I needed to be, so I had to pull the nose up and let him get infront of me. Then, to keep from stalling I nosed down and literally flew itinto the ground, hitting fairly hard and bouncing. I recovered from thebounce and landed it 3-point and was congratulating myself for havingsurvived when the right wing started to drop. Full left aileron and fullleft rudder weren=92t enough to keep it on the road and it went off into theditch on the right and groundlooped. Only after it stopped did I realizethe axle had broken when I first hit and I was trailing the right wheel bythe brakeline. Only time I=92ve ever put a scratch on an airplane.Jack PhillipsNX899JPSmith Mountain Lake, Virginia-----Original Message-----
Re: Pietenpol-List: Re: Engine out
Original Posted By: Dan Yocum
Re: Pietenpol-List: Re: Engine out
Original Posted By: "Dan Yocum"
I'm using 8.00 X 6 tires. I won't be able to go into quite as many hay fields as you but almost! Chuck----- Original Message -----
I'm using 8.00 X 6 tires. I won't be able to go into quite as many hay fields as you but almost! Chuck----- Original Message -----
Pietenpol-List: Re: Piet vs. GN-1
Original Posted By: Dan Yocum
Do you know exactly which wing section the GN-1 plans use?Hmm.... This might be informative:http://gn-1aircamper.blogspot.com/If the coordinates given under the heading "XFOIL Blended Airfoil Ordinates" onthat site produce a section that looks exactly (or very nearly) like the sectionon the ribs you built, then we may be in business. Those coordinates werepresumably fed into XFOIL to generate the plot under the previous heading "XFOILVersion 6.96 Analysis GN-1 Aircamper Airfoil at Stall Speed". The wing angleof incidence relative to the top longerons in the cabane area can be determinedby knowing the difference between the zero lift and cruising lift angles ofattack read off the plot. (Plus knowing the angle between the top longeronsand the horizon in level cruising flight in case they are not parallel.)For those with sharp eyes who noticed that the plot is only for the Reynolds numberat stall speed: Yes, the airfoil will probably be slightly more efficientat cruise speed, so the angle of attack for the cruise coefficient of lift mightbe slightly lower than the value read off the plot, but the difference won'tbe significant.--------Bill FrankRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Thu, 11 Aug 2011 15:32:54 -0500
Do you know exactly which wing section the GN-1 plans use?Hmm.... This might be informative:http://gn-1aircamper.blogspot.com/If the coordinates given under the heading "XFOIL Blended Airfoil Ordinates" onthat site produce a section that looks exactly (or very nearly) like the sectionon the ribs you built, then we may be in business. Those coordinates werepresumably fed into XFOIL to generate the plot under the previous heading "XFOILVersion 6.96 Analysis GN-1 Aircamper Airfoil at Stall Speed". The wing angleof incidence relative to the top longerons in the cabane area can be determinedby knowing the difference between the zero lift and cruising lift angles ofattack read off the plot. (Plus knowing the angle between the top longeronsand the horizon in level cruising flight in case they are not parallel.)For those with sharp eyes who noticed that the plot is only for the Reynolds numberat stall speed: Yes, the airfoil will probably be slightly more efficientat cruise speed, so the angle of attack for the cruise coefficient of lift mightbe slightly lower than the value read off the plot, but the difference won'tbe significant.--------Bill FrankRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Thu, 11 Aug 2011 15:32:54 -0500
Pietenpol-List: Re: Engine out
Original Posted By: "tools"
That is actually a jointer. A jointer/planer is a rather specialized combinationtool, that isn't very common. A planer will have some sort of provision for allowing the tool to merely changethe thickness of the wood while maintaining the planed face parallel to theother side.A jointer is designed to get one face of the wood flat, and one edge flat and perpendicularto that first face. A planer then conditions the remaining face,a table saw then takes care of the fourth side to a specific width.This jointer can only surface a 6" wide board. In practice, you would want a jointeras wide as your planer. Most home shops buy wood already surfaced, somost jointers are only used to "joint" the wood, which is to say, make one edgeREALLY straight for good glue ups edge to edge, to make a wider board (as ina table top). This jointer generally had that in mind when made and marketed.Although made during the years when Craftsman, like many others, had some qualitycontrol issues, it's a really nice design, that uses a parallelogram geometryfor table movement. Properly adjusted, and it's very adjustable, it's a gem.However, not much resale value, and probably not super useful in building a Piet.The bed is much too short for proper surfacing of a board 15 feet long. Andonce you get one face cleaned up, there is no way to ensure when you do theopposite side, that it will be parallel to the first in two planes, which itneeds to be. If my friends over on the old woodworking machine forum catch me saying this, I'llbe ousted... but the little relatively inexpensive 12" "lunchbox" planersavailable from Lowes, Home Depot (for example) will do a fine job of dimensioningyour lumber for a piet project. ToolsRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
That is actually a jointer. A jointer/planer is a rather specialized combinationtool, that isn't very common. A planer will have some sort of provision for allowing the tool to merely changethe thickness of the wood while maintaining the planed face parallel to theother side.A jointer is designed to get one face of the wood flat, and one edge flat and perpendicularto that first face. A planer then conditions the remaining face,a table saw then takes care of the fourth side to a specific width.This jointer can only surface a 6" wide board. In practice, you would want a jointeras wide as your planer. Most home shops buy wood already surfaced, somost jointers are only used to "joint" the wood, which is to say, make one edgeREALLY straight for good glue ups edge to edge, to make a wider board (as ina table top). This jointer generally had that in mind when made and marketed.Although made during the years when Craftsman, like many others, had some qualitycontrol issues, it's a really nice design, that uses a parallelogram geometryfor table movement. Properly adjusted, and it's very adjustable, it's a gem.However, not much resale value, and probably not super useful in building a Piet.The bed is much too short for proper surfacing of a board 15 feet long. Andonce you get one face cleaned up, there is no way to ensure when you do theopposite side, that it will be parallel to the first in two planes, which itneeds to be. If my friends over on the old woodworking machine forum catch me saying this, I'llbe ousted... but the little relatively inexpensive 12" "lunchbox" planersavailable from Lowes, Home Depot (for example) will do a fine job of dimensioningyour lumber for a piet project. ToolsRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
Pietenpol-List: Re: Jointer - Planer Do I Need It
Original Posted By: "Bill Church"
Ok guys, already mentioned my lack of experience in the light civil world... Iwas talking to my dad, who was taking a BFR some years ago with a guy, that likedengine out practice...This guy tricked my dad into doing something with the tank switch in something,a single engine something with two tanks apparantly, rented for the flight, andSHUT DOWN THE ENGINE. ALL ONE OF THEM!!!I was STUNNED. During checkrides when I was flying the twin engine Lockheed S-3BViking, we were supposed to shut down an engine and do an inflight restart.I always flatly refused. While the NATOPS check guys were always senior tome, I was the aircraft commander, in the left seat. Simply refused. We haveVERY NICE simulators, PERFECT for that sort of thing.Anyway, my next question was to ask my dad if he then shoved the guy out of theairplane, to help the glide ratio! Dad picked out a good field, it all lookedgood, they restarted the engine and went along with the check ride. Dad thoughtit was good practice. Actually, I think it was over the airport they wereflying out of that day.Is that normal? ToolsRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Jointer - Planer Do I Need It
Ok guys, already mentioned my lack of experience in the light civil world... Iwas talking to my dad, who was taking a BFR some years ago with a guy, that likedengine out practice...This guy tricked my dad into doing something with the tank switch in something,a single engine something with two tanks apparantly, rented for the flight, andSHUT DOWN THE ENGINE. ALL ONE OF THEM!!!I was STUNNED. During checkrides when I was flying the twin engine Lockheed S-3BViking, we were supposed to shut down an engine and do an inflight restart.I always flatly refused. While the NATOPS check guys were always senior tome, I was the aircraft commander, in the left seat. Simply refused. We haveVERY NICE simulators, PERFECT for that sort of thing.Anyway, my next question was to ask my dad if he then shoved the guy out of theairplane, to help the glide ratio! Dad picked out a good field, it all lookedgood, they restarted the engine and went along with the check ride. Dad thoughtit was good practice. Actually, I think it was over the airport they wereflying out of that day.Is that normal? ToolsRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Jointer - Planer Do I Need It
Pietenpol-List: Re: Engine out
Original Posted By: "899PM"
I also have the unshielded plugs and harnesses and came across the list from TCMof approved spark plugs. I hope it helps.CurtRead this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/spar ... ___Subject: Pietenpol-List: Re: Engine out
I also have the unshielded plugs and harnesses and came across the list from TCMof approved spark plugs. I hope it helps.CurtRead this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/spar ... ___Subject: Pietenpol-List: Re: Engine out
Pietenpol-List: Re: Engine out
Original Posted By: "Pieti Lowell"
I just had a friend loose a prop tip and made an emergency landing, with much damageto his aircraft.He showed me the brass leading edge separation was due to rivets failing and wooddiscoloration around the failed rivets. Later he said that one can inspect the two sides if each rivet to see if thereis circle type cracking within the diameter of each rivet.Also he discovered the double overlap drilled rivet holes that may have been doneduring the reworked prop by a prop company, This was not detectable by visualmeans, before accident. The pilot, also building a Pietenpol, inspected his76 X 42 Sensenich and found one defective rivet.SO A WORD TO THE WISE. From the wiser.Pieti LowellRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
I just had a friend loose a prop tip and made an emergency landing, with much damageto his aircraft.He showed me the brass leading edge separation was due to rivets failing and wooddiscoloration around the failed rivets. Later he said that one can inspect the two sides if each rivet to see if thereis circle type cracking within the diameter of each rivet.Also he discovered the double overlap drilled rivet holes that may have been doneduring the reworked prop by a prop company, This was not detectable by visualmeans, before accident. The pilot, also building a Pietenpol, inspected his76 X 42 Sensenich and found one defective rivet.SO A WORD TO THE WISE. From the wiser.Pieti LowellRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Engine out
Pietenpol-List: Re: Engine out
Original Posted By: "Baldeagle"
> To: pietenpol-list(at)matronics.com> > > I probably have 6 or 7 thousand hours=2C and no engine failures. I've shut a few down in twin engine jets=2C no big deal at all. Lost ALL my oil in a single engine jet=2C and had several other problems (took out the hydraulic flight controls=2C there was a manual back up)=2C but managed to get it on the ground in under ten minutes. The engine ran flawlessly throughout=2C which I thought was amazing. That thing was cranking some 10K rpms=2C for ten minutes=2C with NO oil. > > Purely an estimate=2C but I probably have more than 2 thousand hours in simulators... there=2C on the other hand=2C I've lost so many engines for a while I wasn't sure I could land a plane with both engines running! > > I'm new to this light civil aviation thing. It's amazing how much I have to learn=2C and change my mindset. In the military=2C where all the above happened=2C I had an ejection seat. That TOTALLY changes your mindset. In the airlines=2C I've NEVER had an engine problem ANYWHERE other than on the start. And flying them single engine really is no big deal. Crazy reliable and spoils you. > > I got a ride in a Bonanza one day. The pilot took off=2C waited a while=2C muttered a safe landing could no longer be made and retracted the gear. My whole life=2C a safe STOP can't even be made quite some time before you even get airborne. Lots of little things like that. > > Then there's the old B-57 guys and the dreaded SEVEN engine approach!> > Tools> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 019#349019> > > > > > > ============================================> > > ________________________________________________________________________________Subject: Pietenpol-List: Re: Engine out
> To: pietenpol-list(at)matronics.com> > > I probably have 6 or 7 thousand hours=2C and no engine failures. I've shut a few down in twin engine jets=2C no big deal at all. Lost ALL my oil in a single engine jet=2C and had several other problems (took out the hydraulic flight controls=2C there was a manual back up)=2C but managed to get it on the ground in under ten minutes. The engine ran flawlessly throughout=2C which I thought was amazing. That thing was cranking some 10K rpms=2C for ten minutes=2C with NO oil. > > Purely an estimate=2C but I probably have more than 2 thousand hours in simulators... there=2C on the other hand=2C I've lost so many engines for a while I wasn't sure I could land a plane with both engines running! > > I'm new to this light civil aviation thing. It's amazing how much I have to learn=2C and change my mindset. In the military=2C where all the above happened=2C I had an ejection seat. That TOTALLY changes your mindset. In the airlines=2C I've NEVER had an engine problem ANYWHERE other than on the start. And flying them single engine really is no big deal. Crazy reliable and spoils you. > > I got a ride in a Bonanza one day. The pilot took off=2C waited a while=2C muttered a safe landing could no longer be made and retracted the gear. My whole life=2C a safe STOP can't even be made quite some time before you even get airborne. Lots of little things like that. > > Then there's the old B-57 guys and the dreaded SEVEN engine approach!> > Tools> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 019#349019> > > > > > > ============================================> > > ________________________________________________________________________________Subject: Pietenpol-List: Re: Engine out