Brodhead Pietenpol Association

Original Posted By: "taildrags"
Subject: Re: Pietenpol-List: goggles UNCLASSIFIEDThe Email system that I use is Army Knowledge Online. It is the Army email systemfor personal and professional use. All of our communications are split into"Classified" and "Unclassified."Classified is anything that is confidential, For Office Use Only, Secret, Top Secret,or even higher classifications. All of those are marked "Classified Secret"or whatever the clearance level is. the system automatically starts each Email with "UNCLASSIFIED." I have an ArmyKnowledge Online-Secure Email address also, used only on secure systems. Theyall begin "CLASSIFIEDBTW the ALL CAPS is a hold over from the old teletypes. One font and only capsmade the system less complicated. 26 letters instead of 52.Blue "UNCLASSIFIED" Skies,Steve D On 04/22/13, Gary Boothe wrote:> > Steven,> > I have to ask: Why do you begin your posts with, "UNCLASSIFIED"?> > Gary> NX308MB> > Sent from my iPhone> > On Apr 22, 2013, at 5:36 AM, "Dortch, Steven D MAJ MIL USA NGB" wrote:> > > wrote:> > UNCLASSIFIED________________________________________________________________________________Subject: Pietenpol-List: Re: Garmin 1000 video

Original Posted By: Ryan M
Brick;Roger that. I know how to fly the 172, but I don't know how to operate the Garmin1000. It's about learning, and I'd much rather learn it while sitting atmy desk than while paying an instructor or renting an airplane. So, let's sayit's a new skill that I'm interested in.I do appreciate the advice on which readouts to be attentive to, though. Sameones as always.--------Oscar ZunigaMedford, ORAir Camper NX41CC "Scout"A75 powerRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Re: Pietenpol-List: Successful gross weight test

Original Posted By: "Charles Burkholder"
That is a sweet looking windshield frame! Th matching goggles are nice too.Sent from my iPhoneOn Apr 21, 2013, at 8:20 PM, "Douwe Blumberg" wrote:> Today, =9CRE-PIET=9D successfully carried her max gross weight. As I consider it unsafe to try to secure 160 of ballast in the cockpit, I decided to use myself.> > All went well. Obviously a bit more sluggish, but trimmed out and stalled nicely. This load was 40 lbs more than Marci and I with a full load of 20 gallons.> > Douwe> ________________________________________________________________________________

Original Posted By: Ryan M
Judging by that photo and other photo's of 're piet' I'd say it's all a sweet looking plane all together. All agree?? Way to go Douwe ----- Original Message -----

Original Posted By: "taildrags"
Oscar,Go to the Garmin site and download the smaller of the two manuals users maybe calledthe cockpit manual, and read it three or more times.Then go to any Cessna pilot center that has either a 172 or a 182 with the G1000,and ask them if you can sit in the plane with the " red box" power supply.If they think they might have a potential sale - hint, hint... They'll fall allover themselves to teach you about the unit at no charge. Or, better yet, join CAP, and take their two day G1000 course - free for volunteers- as I did, and learn everything about it.The main drawback is that there's WAAAAY too many buttons to push and the levelof complexity with the UI is difficult to master for the casual pilot.Have fun!--------Tom KreinerRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Successful gross weight test

Original Posted By: "taildrags"
Excellent advice Tools!I have not put the outside skin on yet, so it is just connected to the front, 1/8"top engine cavity gusset that lines the first couple of feet at the top ofthe fuse at the nose. The actual compression fracture is facing the gusset (soit is the side glued to the gusset) and I can NOT believe I didn't see it whenbuilding. I know exactly where that fracture was on the board I cut, and Iremember planing down that board and working around the fracture so I got plentyof good, useable pieces, so It surprised me somewhat to find the fracture,but thar' it be, shiver me timbers...SO, the good news is that with your suggestion of planing down the piece, and cuttingit out of the floor gussets (the really biggest issue with the repair isthem dang bottom gussets.... I made them oversized for some added beef in thearea...), I really will sleep better the night before the first flight...Thanks for all the support!!MarkRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Garmin 1000 video

Original Posted By: "taildrags"
Oscar, I suggest you get the club to let you use their 172 with the more basic panel and find an instructor who will give you the check ride in it and forget about the 1000 (unless you are going to get one for the Piet!) Or, better yet, find an old tail-dragger like a T-craft or Aeronca to use. That would probably cost less and would more closely relate to your Piet. I have an IP friend who owns a T-craft and when the time comes he is going to bring me up to speed in his T-craft and give me the BFR. Chuck----- Original Message -----

Original Posted By:> ----- Original Message ----- "taildrags"
Subject: Re: Pietenpol-List: Re: Garmin 1000 video UNCLASSIFIEDOscar, Ask the CFI if you can simply use the standby instruments, and not be testedon the intricacies of something you will not use. Explain what you fly.What happened to the old fashoned BFR given from the ground? They used to do checkrideswatching from the ground for solo seat aircraft. Blue Skies,Steve DOn 04/23/13, C N Campbell wrote:> > Oscar, I suggest you get the club to let you use their 172 with the more basicpanel and find an instructor who will give you the check ride in it and forgetabout the 1000 (unless you are going to get one for the Piet!) Or, better yet,find an old tail-dragger like a T-craft or Aeronca to use. That would probablycost less and would more closely relate to your Piet. I have an IP friendwho owns a T-craft and when the time comes he is going to bring me up to speedin his T-craft and give me the BFR. Chuck>

Original Posted By: "AircamperN11MS"
Subject: Re: Pietenpol-List: answers to questions UNCLASSIFIED Discussions by a buddy who is an aerodynamics instructor at a little maritimeschool in Annapolis, MD is that you should make your GPS airspeed runs in thesame area, within a fairly short time period and at the same speed.This includes stall checks. Run into the wind, then down wind. same altitude. 180degrees. Do several of each. (same number for upwind and downwind) always enterthe maneuver the same way (Speed, height and such) for consistancy. You canuse the GPS to ensure that you are doing it in the same place and same heading.Write it all down. if your mind it like mine, it will all get jumbled. While you are at it, you can do takeoff stalls and approach to landing stalls.Then some stalls while turning right and left. We all know that stall speed goesup dramatically with bank angle but it is really an eye opener when you tryit in your plane. Keep safely uppermost. Have lots of altitude and remember the test is secondaryto your safety. Blue Skies,Steve D On 04/23/13, Douwe Blumberg wrote:> > > > > Two questions were asked which I didn’t answer, sorry.> > > > The stall speed at gross is still unknown because my airspeed is the Johnsonwind vane type which doesn’t help much at stall speeds. We have to go upand do it again on a still day with the gps to record things. When I say stalledwell, I simply meant she didn’t exhibit any un-ladylike behaviors…> > > > RAF type (can’t remember the MK #) don’t have safety glass (at leastany brands that I’m aware of), so YES, glass in the eyeballs after afacial impact could be a risk.> > > > Douwe> > > > > > UNCLASSIFIED________________________________________________________________________________Subject: Pietenpol-List: Re: Garmin 1000 video

Original Posted By: Kip and Beth Gardner
I think you guys missed it when Oscar said he wanted to learn the skill of glasspanels. I get that. I also like to improve my knowledge base when doing aBFR. Heck, we're paying, so we may as well learn something. Besides, It is niceto a least understand it if we need to fly a friends plane home for them andthe have glass. Nuff of that. Good luck Oscar.--------Scott LiefeldFlying N11MS since March 1972Steel TubeC-85-12Wire WheelsBrodhead in 1996Read this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By:>> ----- Original Message ----- "taildrags"
All of my flight instruction to date has been almost exclusively in T- craft or Aeroncas, none of which were equipped with no stinkin' GPS. I figured I might as well get instruction that would lead directly to a tailwheel endorsement & I don't plan on no stinkin' GPS in my Piet, either.Kip GardnerOn Apr 23, 2013, at 9:57 AM, Dortch, Steven D MAJ MIL USA NGB wrote:> NGB" >> UNCLASSIFIED> Oscar, Ask the CFI if you can simply use the standby instruments, > and not be tested on the intricacies of something you will not use. > Explain what you fly.>> What happened to the old fashoned BFR given from the ground? They > used to do checkrides watching from the ground for solo seat aircraft.>> Blue Skies,> Steve D>> On 04/23/13, C N Campbell wrote:>> >>>>> Oscar, I suggest you get the club to let you use their 172 with the >> more basic panel and find an instructor who will give you the check >> ride in it and forget about the 1000 (unless you are going to get >> one for the Piet!) Or, better yet, find an old tail-dragger like a >> T-craft or Aeronca to use. That would probably cost less and would >> more closely relate to your Piet. I have an IP friend who owns a T- >> craft and when the time comes he is going to bring me up to speed >> in his T-craft and give me the BFR. Chuck>>

Original Posted By: owner-pietenpol-list-server(at)matronics.com
One thing yo can get for free is the operating guide for many EFIS systemslike the Dynon. These are great study guide. Not sure about the GarminG1000 but an internet search or a trip to the Garmin website may beuseful.In time you will recognize that most of the systems are very similar inthe philosophy and differ only in details. Any reading or studying ofthese books will be helpful.-----Original Message-----

Original Posted By: "jarheadpilot82"
I have not done a compression check but good idea. ...I thought about the headgasket. . Got fed up a few weeks ago and pulled the head. .looked ok. Replacedthe head gasket.The head and block looked good. .Maybe a compression check tomorrowJeffRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Garmin 1000 video

Original Posted By: "Dortch, Steven D MAJ MIL USA NGB"
Oscar,It is all about the scan - knowing not what you are looking at (you know what airspeed,altitude and VSI look like), but where it is located on the screen, whatyou are looking for (am I looking for a round gauge or a tape?). And in myexperience, most glass cockpits have speed tapes and altitude tapes, not roundgauge presentation of either. The engine instruments generally remain roundto simulate old-style round dials. You are on the right track to get the manualand possibly an online tutorial (I know the CAP had it, so maybe a CAP pilotfriend can hook you up), and just get your scan where it needs to be.It is not as overwhelming as you might think. You just want to do the homeworkbefore you get in the airplane. It makes it much more enjoyable not to feel WAAAYbehind the instrumentation.--------Semper Fi,Terry HandAthens, GARead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: "Dortch, Steven D MAJ MIL USA NGB"
Subject: Re: Pietenpol-List: Re: Garmin 1000 video UNCLASSIFIEDOscar, If I could legally put it in my plane, I would put a trutrack system in.just a great and affordable system. flexible. and state of the art. Even moreso than all the certified stuff. for $10,000 at trutrack you can do what takes $80,000+ at GArmin.Blue Skies,Steve DOn 04/23/13, taildrags wrote:> > Thanks for all the posts and input. I do not take offense at any of the responses,and truly do understand what is important here. My last BFR was taken ina Taylorcraft and it was my first time at the controls of one. Steve knows theairplane... it's Mark Julicher's airplane and we flew it out of Bulverde Airpark.Wow. Compared to Scout, the T-Crate was like flying my living room sofa!Roomy, comfy, quiet, and it seemed quite fast. My kind of BFR, and I learnedfrom that.> > Now for the dark side. In my hangar is a fuselage, wings, and tail surfaces fora Zodiac 601XL. It needs the spar upgrade and then it can be completed. I planto have -gasp!- a glass panel in it. As few knobs, dials, switches, or protrusionswill be in the panel as I can make happen. My co-builder and co-owner'sworld is the Prowler and electronic warfare, so it will be a familiar worldfor him but a foreign one for me. Not that I'm a Luddite or that I can't understandinstruments and electronics... just that I've never flown a glass panelbefore, so it's time to learn.> > The minimum required for a BFR is an hour of classroom and an hour in the air,and I enjoy the challenge. It makes "staying current" mean something more thanhaving an old buddy slap me on the back and sign my logbook. I always wantto learn, I always want to recognize my weaknesses in the cockpit, and I alwayswant to improve my skills. I want to keep flying for as long as I can. Scoutcan teach me a lot about flying, but nothing about regs and radios.> > --------> Oscar Zuniga> Medford, OR> Air Camper NX41CC "Scout"> A75 power> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 237#399237> > > > > > > UNCLASSIFIED________________________________________________________________________________

Original Posted By: "Dennis Engelkenjohn"
Subject: Re: Pietenpol-List: Re: Garmin 1000 video UNCLASSIFIEDAnother thot on brushing up on the G1000 is to get a Microsoft Flight Sim program.My old flight sim X has the G1000.Steam gauges forever!Steve DOn 04/23/13, taildrags wrote:> > Thanks for all the posts and input. I do not take offense at any of the responses,and truly do understand what is important here. My last BFR was taken ina Taylorcraft and it was my first time at the controls of one. Steve knows theairplane... it's Mark Julicher's airplane and we flew it out of Bulverde Airpark.Wow. Compared to Scout, the T-Crate was like flying my living room sofa!Roomy, comfy, quiet, and it seemed quite fast. My kind of BFR, and I learnedfrom that.> > Now for the dark side. In my hangar is a fuselage, wings, and tail surfaces fora Zodiac 601XL. It needs the spar upgrade and then it can be completed. I planto have -gasp!- a glass panel in it. As few knobs, dials, switches, or protrusionswill be in the panel as I can make happen. My co-builder and co-owner'sworld is the Prowler and electronic warfare, so it will be a familiar worldfor him but a foreign one for me. Not that I'm a Luddite or that I can't understandinstruments and electronics... just that I've never flown a glass panelbefore, so it's time to learn.> > The minimum required for a BFR is an hour of classroom and an hour in the air,and I enjoy the challenge. It makes "staying current" mean something more thanhaving an old buddy slap me on the back and sign my logbook. I always wantto learn, I always want to recognize my weaknesses in the cockpit, and I alwayswant to improve my skills. I want to keep flying for as long as I can. Scoutcan teach me a lot about flying, but nothing about regs and radios.> > --------> Oscar Zuniga> Medford, OR> Air Camper NX41CC "Scout"> A75 power> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 237#399237> > > > > > > UNCLASSIFIED________________________________________________________________________________

Original Posted By: "tkreiner"
Great information Jack Thanks! ok, then that part is done! I did put a screen infront of the heat box opening though.jack(at)bedfordlandings.c wrote:> I've never seen an air filter on the carb heat side. Pulling carb heat> serves two purposes - it provides warmer air to prevent or remove carburetor> ice, but it also provides an alternate air source in case the air filter> becomes clogged.> > This saved my butt years ago when flying my J-3 Cub. I was playing around> with toilet paper, throwing a roll out the window and letting it unroll and> stream down, then seeing how many times I could cut the paper before it got> to the ground. I found the best way was to just do a series of tight loops,> hitting the paper at the bottom of each loop. On one pass, I hit it right> at the wingtip, catching it in the wingtip vortex. When I made the next> loop, I found this beautiful spiral of toilet paper floating in the sky. I> couldn't resist aiming for the very center of it, which I managed to hit.> Big mistake. That mass of toilet paper packed into the carb air filter and> immediately choked off the airflow. The engine sputtered and almost died> before I managed to pull the carb heat and open up a new air source.> > Once I got it on the ground (I was right over the airport), I had to pull> handfuls of smoldering toilet paper out of the cooling shrouds, in addition> to peeling it out of the air filter. Not the smartest thing I've ever done> with an airplane. But it was fun!> > Jack Phillips> NX899JP> Smith Mountain Lake, Virginia> > ----------NX321LRFully AssembledTail assembly and ailerons covered and painted.Wings covered and primed, one paintedMitsubishi PoweredRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Garmin 1000 video

Original Posted By: "taildrags"
(I changed the subject line from "A Pietenpol named Mr. Sam")- regarding the redlineon your airspeed indicator, and the Vne posted in the operating limitationsfor your airplane, here's something I posted back in January of 2008:I believe that one of the methods of determining Vne is that it is set at 90% ofdive speed, Vd, and that Vd is required to be 1.4 times design cruise speedfor certification in the normal category.Let's take an example... my airplane. I think I redlined my airspeed indicatorat 95MPH (based on somebody else's info), which would mean it should have beendesigned for Vd of 105MPH but I have no idea if it was. It also means thatcruise speed should be about 75MPH and that's pretty close to where I cruise,if a little high. But here's better information: the Pietenpol family websiteshows the original Piet "high speed" as 90MPH. That would hint at a designer'sapproved Vd of 100MPH and a cruise of 71MPH, which sounds more like realityfor this airplane.I have heard that in order to flight-test to determine Vne, you'd have to fly atVd for three minutes with no damage or flutter, then redline your Vne at 90%of the tested Vd. I'm not sure I'd want to hold 41CC at 105MPH for three minutes.--------Oscar ZunigaMedford, ORAir Camper NX41CC "Scout"A75 powerRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Garmin 1000 video