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taildrags



Joined: 29 Dec 2009
Posts: 1607
Location: Medford, OR

PostPosted: Mon Feb 05, 2018 8:47 pm    Post subject: Re: piet Reply with quote

Jack (Phillips)- sorry about my oversight in not mentioning the engine stoppage as being the cause of the crash of John's Subaru-powered Piet. It was not intentional... I'm no big champion of the Subaru. I like the engine design and the water cooling, and they are said to be durable engines in cars, but they have to be revved up to develop their rated HP and if you try to use the factory ignition and fuel systems, you have to also use their engine control module and it would be hard to find a more complicated and arcane setup than the Subaru ECM. There is limp-home mode and wires to be crossed and this jumper and that trick to get them to run without the car sensors and modules and O2 sensors and all the rest of it... definitely not for the faint of heart and not something that can readily be worked on in the field. "Stone simple" does not generally describe the injected, turbocharged Subaru engine!

Steve D., regarding the Piet engine mount for the O-200, is it not the same mount as for the A65-75-85-C90? I have no experience with how the accessory case on the O-200 fits the mount for the -8 small Continentals that only have the mags on the rear of the engine, so I don't know how everything fits the mount crossmembers of the Continental mount that is available with the plans from the Pietenpol family. The engine mount bushings for all of those engines are the same, and I assume that the engine mounting bolt geometry is the same for all of those engines, but I have not studied that. The dry weight for all of those shows up as about 170 lbs, but of course that is highly dependent on the accessories, prop hub, oil tank, and other variations.


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_________________
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
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jboatri(at)emory.edu
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PostPosted: Tue Feb 06, 2018 1:01 am    Post subject: piet Reply with quote

I agree with Jack that a Corvair conversion can be an acceptable powerplant. They can be made reliable and there is a large base of experience with their use in Piets. Importantly, thus includes critical ancillaries like fuel systems and maintenance protocols, and one-time hurdles, such as engine mounts. I don't know if William Wynne is still running his conversion business, but his stuff alone is massive.


That said, you'll still be devoting a lot of time to rebuilding the engine.

—————————————————————————————
Jeffrey H. Boatright, PhD, FARVO
Professor of Ophthalmology
Emory University School of Medicine
Sent from an iPad with a spelling problem

On Feb 5, 2018, at 9:03 PM, William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)> wrote:


Quote:
Never having built an airplane, how big a deal is it to put a different engine on? Motor mounts available or Do I need to custom build one? Will an 0-200 work? 100hp would be nice at 8’300’.

Thank you all for the advice and info. Keep it coming.

Bill

Quote:
On Feb 5, 2018, at 06:56, Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> wrote:
I agree with Jeff’s assessment. In addition to the Subaru’s reputation in Pietenpols, I know that the first fatal crash of an RV-10 was caused by a failure of its Subaru engine. And what Oscar Zuniga failed to mention in his post (below) is that the reason Greg Bacon now owns John Dilatush’s Subaru powered Pietenpol is that John crashed it due to an engine failure with the Soob. I don’t know if Greg is going to continue to use that engine or put a more proven powerplant, such as a Continental or Corvair on it.

Jack Phillips
Smith Mountain Lake, Virginia

From:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)[mailto:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)]On Behalf OfBoatright, Jeffrey Sent:Monday, February 5, 2018 8:22 AM To:pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com) Subject:Re: Pietenpol-List: Re: piet



I know of at least three locally that have failed while in the air. I don’t know the reasons.

IMO, you are much, much better off getting the manuals and rebuilding a Continental. Yes parts costs are high, and yes, you can still be surprised by unexpected wear or damage, but in the end, you have a reliable engine. With the Soobs, you have the same unknowns in terms of previous wear or damage, but there’s a whole bunch more unpredictability in terms of the rebuild AND the conversion. Plus, all of the ancillary systems will need to be worked out.

I don’t know of a single Soob installation that has worked out well in the long run. That’s not to say they don’t exist, but…

--
Jeffrey H. Boatright, PhD, FARVO
Professor of Ophthalmology
Emory University School of Medicine
Core Director & Research Biologist
Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation




From:<owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)> Reply-To:"pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)> Date:Monday, February 5, 2018 at 8:11 AM To:"pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)> Subject:Re: Pietenpol-List: Re: piet



--> Pietenpol-List message posted by: William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)>



How reliable is this engine?





Quote:
On Feb 4, 2018, at 21:11, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:

--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>

Unless my memory is too cloudy to recall the details, my Dad's old Navy Bluejackets' Manual had knots and splices described in it, and he taught me the 5-tuck splice but in rope and with cord whipping, not in cable with wire.I can only imagine what it must be like to try to 5-tuck 1/8" or 3/32" aircraft cable with your bare hands!Dad served in the Navy in WWII as a meteorologist aboard the USS Jerauld.

But to get back to Bill about the Subaru engine for higher altitudes, turbocharging has been done but not with the EA81 that I know of... an EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew out of Salida, CO when he owned it.Salida is at 7,083 MSL.There are photos of it on Westcoastpiet, just go to the 'Pictures' page and scroll down to the Js for John Dilatush.

--------

Oscar Zuniga

Medford, OR

Air Camper NX41CC &quot;Scout&quot;

A75 power, 72x36 Culver prop

Read this topic online here:

http://forums.matronics.com/viewtopic.php?p=477834#477834



















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kipgohio1957(at)gmail.com
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PostPosted: Tue Feb 06, 2018 3:31 am    Post subject: piet Reply with quote

William Wynne is still going strong by all indications. Also, the other item not mentioned, is the availability of the ‘5th bearing’ assembly, which is now a standard part of the conversion and greatly incraeses the reliability of the engine.
Kip Gardner

BTW, I have not yet put it up on Barnstormers or any other public location, but my project is for sale, I’ve decided that if flying is going to be part of my life, I need a simpler project, like a RagWing Piet. My farm (which is a pretty all-encompassing ‘life project’ all by itself) and teaching take most of my time and energy. If anyone is interested in a well-along project, with most of what’s needed to complete it as well, please get in touch for details. located in eastern Ohio.
Quote:
On Feb 6, 2018, at 4:01 AM, Boatright, Jeffrey <jboatri(at)emory.edu (jboatri(at)emory.edu)> wrote:
I agree with Jack that a Corvair conversion can be an acceptable powerplant. They can be made reliable and there is a large base of experience with their use in Piets. Importantly, thus includes critical ancillaries like fuel systems and maintenance protocols, and one-time hurdles, such as engine mounts. I don't know if William Wynne is still running his conversion business, but his stuff alone is massive.

That said, you'll still be devoting a lot of time to rebuilding the engine. —————————————————————————————
Jeffrey H. Boatright, PhD, FARVO
Professor of Ophthalmology
Emory University School of Medicine
Sent from an iPad with a spelling problem
On Feb 5, 2018, at 9:03 PM, William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)> wrote:
Quote:
Never having built an airplane, how big a deal is it to put a different engine on? Motor mounts available or Do I need to custom build one? Will an 0-200 work? 100hp would be nice at 8’300’.

Thank you all for the advice and info. Keep it coming.

Bill

Quote:
On Feb 5, 2018, at 06:56, Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> wrote:
I agree with Jeff’s assessment. In addition to the Subaru’s reputation in Pietenpols, I know that the first fatal crash of an RV-10 was caused by a failure of its Subaru engine. And what Oscar Zuniga failed to mention in his post (below) is that the reason Greg Bacon now owns John Dilatush’s Subaru powered Pietenpol is that John crashed it due to an engine failure with the Soob. I don’t know if Greg is going to continue to use that engine or put a more proven powerplant, such as a Continental or Corvair on it.

Jack Phillips
Smith Mountain Lake, Virginia

From: owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com) [mailto:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)] On Behalf Of Boatright, Jeffrey Sent: Monday, February 5, 2018 8:22 AM To: pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com) Subject: Re: Re: piet



I know of at least three locally that have failed while in the air. I don’t know the reasons.

IMO, you are much, much better off getting the manuals and rebuilding a Continental. Yes parts costs are high, and yes, you can still be surprised by unexpected wear or damage, but in the end, you have a reliable engine. With the Soobs, you have the same unknowns in terms of previous wear or damage, but there’s a whole bunch more unpredictability in terms of the rebuild AND the conversion. Plus, all of the ancillary systems will need to be worked out.

I don’t know of a single Soob installation that has worked out well in the long run. That’s not to say they don’t exist, but…

--
Jeffrey H. Boatright, PhD, FARVO
Professor of Ophthalmology
Emory University School of Medicine
Core Director & Research Biologist
Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation




From: <owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)> Reply-To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)> Date: Monday, February 5, 2018 at 8:11 AM To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)> Subject: Re: Re: piet



--> Pietenpol-List message posted by: William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)>



How reliable is this engine?





Quote:
On Feb 4, 2018, at 21:11, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:

--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>

Unless my memory is too cloudy to recall the details, my Dad's old Navy Bluejackets' Manual had knots and splices described in it, and he taught me the 5-tuck splice but in rope and with cord whipping, not in cable with wire. I can only imagine what it must be like to try to 5-tuck 1/8" or 3/32" aircraft cable with your bare hands! Dad served in the Navy in WWII as a meteorologist aboard the USS Jerauld.

But to get back to Bill about the Subaru engine for higher altitudes, turbocharging has been done but not with the EA81 that I know of... an EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew out of Salida, CO when he owned it. Salida is at 7,083 MSL. There are photos of it on Westcoastpiet, just go to the 'Pictures' page and scroll down to the Js for John Dilatush.

--------

Oscar Zuniga

Medford, OR

Air Camper NX41CC &quot;Scout&quot;

A75 power, 72x36 Culver prop

Read this topic online here:

http://forums.matronics.com/viewtopic.php?p=477834#477834



















http://www.matronics.com/Navigator?Pietenpol-List











http://forums.matronics.com









http://wiki.matronics.com









http://www.matronics.com/contribution














This e-mail message (including any attachments) is for the sole use of the intended recipient(s) and may contain confidential and privileged information. If the reader of this message is not the intended recipient, you are hereby notified that any dissemination, distribution or copying of this message (including any attachments) is strictly prohibited. If you have received this message in error, please contact the sender by reply e-mail message and destroy all copies of the original message (including attachments).









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Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

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steven.d.dortch(at)gmail.
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PostPosted: Tue Feb 06, 2018 4:44 am    Post subject: piet Reply with quote

OZ, I don't know if the A65 to O200 are the same mount but have read some things on the reliable sites (Flybaby and a couple of others. that indicate that they are the same.

Anyone looking at small engines would do well to read Harry Fenton's input on the flybaby page. 
http://www.bowersflybaby.com/tech/engines.htm
On Mon, Feb 5, 2018 at 10:47 PM, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:
Quote:
--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>

Jack (Phillips)- sorry about my oversight in not mentioning the engine stoppage as being the cause of the crash of John's Subaru-powered Piet.  It was not intentional... I'm no big champion of the Subaru.  I like the engine design and the water cooling, and they are said to be durable engines in cars, but they have to be revved up to develop their rated HP and if you try to use the factory ignition and fuel systems, you have to also use their engine control module and it would be hard to find a more complicated and arcane setup than the Subaru ECM.  There is limp-home mode and wires to be crossed and this jumper and that trick to get them to run without the car sensors and modules and O2 sensors and all the rest of it... definitely not for the faint of heart and not something that can readily be worked on in the field.  "Stone simple" does not generally describe the injected, turbocharged Subaru engine!

Steve D., regarding the Piet engine mount for the O-200, is it not the same mount as for the A65-75-85-C90?  I have no experience with how the accessory case on the O-200 fits the mount for the -8 small Continentals that only have the mags on the rear of the engine, so I don't know how everything fits the mount crossmembers of the Continental mount that is available with the plans from the Pietenpol family.  The engine mount bushings for all of those engines are the same, and I assume that the engine mounting bolt geometry is the same for all of those engines, but I have not studied that.  The dry weight for all of those shows up as about 170 lbs, but of course that is highly dependent on the accessories, prop hub, oil tank, and other variations.

--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop




Read this topic online here:

http://forums.matronics.com/viewtopic.php?p=477866#477866






====================================
br> enpol-List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
====================================
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
====================================
WIKI -
errer" target="_blank">http://wiki.matronics.com
====================================
b Site -
          -Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/contribution
====================================





--
Blue Skies,

Steve D


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aviatorbell(at)yahoo.com
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PostPosted: Tue Feb 06, 2018 6:46 am    Post subject: piet Reply with quote

I know the rubbers are a different style on the 0-200. They have a sleeve bushing that runs thru the rubbers and i think cupped washers. I do believe the mount points are the same dimensions as far as the engine mount goes.

Shad
Sent from Yahoo Mail for iPhone
On Tuesday, February 6, 2018, 7:42 AM, Steven Dortch <steven.d.dortch(at)gmail.com> wrote:
Quote:
OZ, I don't know if the A65 to O200 are the same mount but have read some things on the reliable sites (Flybaby and a couple of others. that indicate that they are the same.

Anyone looking at small engines would do well to read Harry Fenton's input on the flybaby page.
http://www.bowersflybaby.com/tech/engines.htm
On Mon, Feb 5, 2018 at 10:47 PM, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:
Quote:
--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>

Jack (Phillips)- sorry about my oversight in not mentioning the engine stoppage as being the cause of the crash of John's Subaru-powered Piet. It was not intentional... I'm no big champion of the Subaru. I like the engine design and the water cooling, and they are said to be durable engines in cars, but they have to be revved up to develop their rated HP and if you try to use the factory ignition and fuel systems, you have to also use their engine control module and it would be hard to find a more complicated and arcane setup than the Subaru ECM. There is limp-home mode and wires to be crossed and this jumper and that trick to get them to run without the car sensors and modules and O2 sensors and all the rest of it... definitely not for the faint of heart and not something that can readily be worked on in the field. "Stone simple" does not generally describe the injected, turbocharged Subaru engine!

Steve D., regarding the Piet engine mount for the O-200, is it not the same mount as for the A65-75-85-C90? I have no experience with how the accessory case on the O-200 fits the mount for the -8 small Continentals that only have the mags on the rear of the engine, so I don't know how everything fits the mount crossmembers of the Continental mount that is available with the plans from the Pietenpol family. The engine mount bushings for all of those engines are the same, and I assume that the engine mounting bolt geometry is the same for all of those engines, but I have not studied that. The dry weight for all of those shows up as about 170 lbs, but of course that is highly dependent on the accessories, prop hub, oil tank, and other variations.

--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop




Read this topic online here:

http://forums.matronics.com/ viewtopic.php?p=477866#477866






==== ============================== ==
br> enpol-List" rel="noreferrer" target="_blank">http://www.matronics.com/ Navigator?Pietenpol-List
==== ============================== ==
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
==== ============================== ==
WIKI -
errer" target="_blank">http://wiki.matronics.com
==== ============================== ==
b Site -
-Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/ contribution
==== ============================== ==





--
Blue Skies,

Steve D


Quote:


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taildrags



Joined: 29 Dec 2009
Posts: 1607
Location: Medford, OR

PostPosted: Tue Feb 06, 2018 8:33 am    Post subject: Re: piet Reply with quote

Aircraft Spruce lists the same part number for all of these engines...

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_________________
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
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flyingscott_k(at)hotmail.
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PostPosted: Tue Feb 06, 2018 8:48 am    Post subject: piet Reply with quote

One of the reasons I went with a C-85 was that I measured the mount profile at the accessory case and found it was exactly the same as an 0-200. If I choose to upgrade to 100 Hp I could always just change out the engine with little to no fuss with the cowl and mount.
Of course, don’t trust my measuring, do your own research here.

Scott K
Covering the Piet Wings in Burlington ON Canada.

Quote:
On Feb 6, 2018, at 9:38 AM, taildrags <taildrags(at)hotmail.com> wrote:



Aircraft Spruce lists the same part number for all of these engines...

--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC &quot;Scout&quot;
A75 power, 72x36 Culver prop




Read this topic online here:

http://forums.matronics.com/viewtopic.php?p=477876#477876




Attachments:

http://forums.matronics.com//files/bushing_113.jpg








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pietflyer



Joined: 19 Jun 2017
Posts: 28

PostPosted: Tue Feb 06, 2018 12:16 pm    Post subject: piet Reply with quote

Regardless of what engine you will be putting on a Pietenpol, you will need to build a mount.  This ain’t no sissy KIT

Jack Phillips
Smith Mountain Lake, Virginia

From: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of William Geipel
Sent: Monday, February 5, 2018 9:00 PM
To: pietenpol-list(at)matronics.com
Subject: Re: Re: piet

Never having built an airplane, how big a deal is it to put a different engine on? Motor mounts available or
Do I need to custom build one? Will an 0-200 work? 100hp would be nice at 8’300’.



Thank you all for the advice and info. Keep it coming.



Bill



Quote:

On Feb 5, 2018, at 06:56, Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> wrote:


I agree with Jeff’s assessment. In addition to the Subaru’s reputation in Pietenpols, I know that the first fatal crash of an RV-10 was caused by a failure of its Subaru engine. And what Oscar Zuniga failed to mention in his post (below) is that the reason Greg Bacon now owns John Dilatush’s Subaru powered Pietenpol is that John crashed it due to an engine failure with the Soob. I don’t know if Greg is going to continue to use that engine or put a more proven powerplant, such as a Continental or Corvair on it.



Jack Phillips

Smith Mountain Lake, Virginia



From: owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com) [mailto:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)] On Behalf Of Boatright, Jeffrey
Sent: Monday, February 5, 2018 8:22 AM
To: pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)
Subject: Re: Re: piet



I know of at least three locally that have failed while in the air. I don’t know the reasons.



IMO, you are much, much better off getting the manuals and rebuilding a Continental. Yes parts costs are high, and yes, you can still be surprised by unexpected wear or damage, but in the end, you have a reliable engine. With the Soobs, you have the same unknowns in terms of previous wear or damage, but there’s a whole bunch more unpredictability in terms of the rebuild AND the conversion. Plus, all of the ancillary systems will need to be worked out.



I don’t know of a single Soob installation that has worked out well in the long run. That’s not to say they don’t exist, but…



--

Jeffrey H. Boatright, PhD, FARVO

Professor of Ophthalmology

Emory University School of Medicine

Core Director & Research Biologist

Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation





From: <owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)>
Reply-To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)>
Date: Monday, February 5, 2018 at 8:11 AM
To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)>
Subject: Re: Re: piet

--> Pietenpol-List message posted by: William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)>

How reliable is this engine?



Quote:

On Feb 4, 2018, at 21:11, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:
--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>
Unless my memory is too cloudy to recall the details, my Dad's old Navy Bluejackets' Manual had knots and splices described in it, and he taught me the 5-tuck splice but in rope and with cord whipping, not in cable with wire. I can only imagine what it must be like to try to 5-tuck 1/8" or 3/32" aircraft cable with your bare hands! Dad served in the Navy in WWII as a meteorologist aboard the USS Jerauld.
But to get back to Bill about the Subaru engine for higher altitudes, turbocharging has been done but not with the EA81 that I know of... an EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew out of Salida, CO when he owned it. Salida is at 7,083 MSL. There are photos of it on Westcoastpiet, just go to the 'Pictures' page and scroll down to the Js for John Dilatush.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC &quot;Scout&quot;
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477834#477834




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Joined: 19 Jun 2017
Posts: 28

PostPosted: Tue Feb 06, 2018 12:19 pm    Post subject: piet Reply with quote

When I changed the engine on my old Cessna 140 from a C85 to an O-200, I had
to install a new mount.

Jack Phillips
Smith Mountain Lake, Virginia

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PostPosted: Tue Feb 06, 2018 12:31 pm    Post subject: piet Reply with quote

Hm. When we exchanged the A-65 for a C-85, the same mount worked.

--
Jeffrey H. Boatright, PhD, FARVO
Professor of Ophthalmology
Emory University School of Medicine
Core Director & Research Biologist
Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation




From: <owner-pietenpol-list-server(at)matronics.com> on behalf of Jack Philips <jack(at)bedfordlandings.com>
Reply-To: "pietenpol-list(at)matronics.com" <pietenpol-list(at)matronics.com>
Date: Tuesday, February 6, 2018 at 3:19 PM
To: "pietenpol-list(at)matronics.com" <pietenpol-list(at)matronics.com>
Subject: RE: Pietenpol-List: Re: piet



--> Pietenpol-List message posted by: "Jack Philips" <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)>



When I changed the engine on my old Cessna 140 from a C85 to an O-200, I had

to install a new mount.



Jack Phillips

Smith Mountain Lake, Virginia



--


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PostPosted: Tue Feb 06, 2018 1:15 pm    Post subject: piet Reply with quote

65 to 85 are the same case by in large. There was some change from teh 85 to the C90 and O200. I cant remember which one that is Not a great (still good) the 85 or 90.

On Tue, Feb 6, 2018 at 2:31 PM, Boatright, Jeffrey <jboatri(at)emory.edu (jboatri(at)emory.edu)> wrote:
[quote]
Hm. When we exchanged the A-65 for a C-85, the same mount worked.
 
-- 
Jeffrey H. Boatright, PhD, FARVO
Professor of Ophthalmology
Emory University School of Medicine
Core Director & Research Biologist
Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation


 
 
From: <owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)>
Reply-To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)>
Date: Tuesday, February 6, 2018 at 3:19 PM
To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)>
Subject: RE: Re: piet

 

--> Pietenpol-List message posted by: "Jack Philips" <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)>

 

When I changed the engine on my old Cessna 140 from a C85 to an O-200, I had

to install a new mount.

 

Jack Phillips

Smith Mountain Lake, Virginia

 

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PostPosted: Tue Feb 06, 2018 2:16 pm    Post subject: piet Reply with quote

For those interested in Corvairs, William Wynne is still going strong by all indications. Also, an item not mentioned, is the availability of the ‘5th bearing’ assembly, which is now a standard part of the conversion and greatly incraeses the reliability of the engine.
Kip Gardner

BTW, I have not yet put it up on Barnstormers or any other public location, but my project is for sale, I’ve decided that if flying is going to be part of my life, I need a simpler project, like a RagWing Piet. My farm (which is a pretty all-encompassing ‘life project’ all by itself) and teaching take most of my time and energy. If anyone is interested in a well-along project, with most of what’s needed to complete it as well, please get in touch for details. Includes a torn-down Corvair (done at Corvair College #7 under WW supervision) with some of the work towards the rebuild started. Located in eastern Ohio.
[quote]On Feb 6, 2018, at 4:15 PM, Steven Dortch <steven.d.dortch(at)gmail.com (steven.d.dortch(at)gmail.com)> wrote:
65 to 85 are the same case by in large. There was some change from teh 85 to the C90 and O200. I cant remember which one that is Not a great (still good) the 85 or 90.

On Tue, Feb 6, 2018 at 2:31 PM, Boatright, Jeffrey <jboatri(at)emory.edu (jboatri(at)emory.edu)> wrote:[quote]
Hm. When we exchanged the A-65 for a C-85, the same mount worked.

--
Jeffrey H. Boatright, PhD, FARVO
Professor of Ophthalmology
Emory University School of Medicine
Core Director & Research Biologist
Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation




From: <owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> Reply-To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)> Date: Tuesday, February 6, 2018 at 3:19 PM To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)> Subject: RE: Re: piet



--> Pietenpol-List message posted by: "Jack Philips" <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)>



When I changed the engine on my old Cessna 140 from a C85 to an O-200, I had

to install a new mount.



Jack Phillips

Smith Mountain Lake, Virginia



--


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Dawg



Joined: 19 May 2013
Posts: 323

PostPosted: Tue Feb 06, 2018 6:07 pm    Post subject: piet Reply with quote

And a new cowling I suppose.
Quote:
On Feb 6, 2018, at 13:16, Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> wrote:
Regardless of what engine you will be putting on a Pietenpol, you will need to build a mount. This ain’t no sissy KIT

Jack Phillips
Smith Mountain Lake, Virginia

From: owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com) [mailto:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)] On Behalf Of William GeipelSent: Monday, February 5, 2018 9:00 PMTo: pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)Subject: Re: Re: piet

Never having built an airplane, how big a deal is it to put a different engine on? Motor mounts available or
Do I need to custom build one? Will an 0-200 work? 100hp would be nice at 8’300’.



Thank you all for the advice and info. Keep it coming.



Bill




Quote:
On Feb 5, 2018, at 06:56, Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> wrote:


I agree with Jeff’s assessment. In addition to the Subaru’s reputation in Pietenpols, I know that the first fatal crash of an RV-10 was caused by a failure of its Subaru engine. And what Oscar Zuniga failed to mention in his post (below) is that the reason Greg Bacon now owns John Dilatush’s Subaru powered Pietenpol is that John crashed it due to an engine failure with the Soob. I don’t know if Greg is going to continue to use that engine or put a more proven powerplant, such as a Continental or Corvair on it.



Jack Phillips

Smith Mountain Lake, Virginia



From: owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com) [mailto:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)] On Behalf Of Boatright, JeffreySent: Monday, February 5, 2018 8:22 AMTo: pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)Subject: Re: Re: piet



I know of at least three locally that have failed while in the air. I don’t know the reasons.



IMO, you are much, much better off getting the manuals and rebuilding a Continental. Yes parts costs are high, and yes, you can still be surprised by unexpected wear or damage, but in the end, you have a reliable engine. With the Soobs, you have the same unknowns in terms of previous wear or damage, but there’s a whole bunch more unpredictability in terms of the rebuild AND the conversion. Plus, all of the ancillary systems will need to be worked out.



I don’t know of a single Soob installation that has worked out well in the long run. That’s not to say they don’t exist, but…



--

Jeffrey H. Boatright, PhD, FARVO

Professor of Ophthalmology

Emory University School of Medicine

Core Director & Research Biologist

Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation





From: <owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)>Reply-To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)>Date: Monday, February 5, 2018 at 8:11 AMTo: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)>Subject: Re: Re: piet

--> Pietenpol-List message posted by: William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)>

How reliable is this engine?


Quote:
On Feb 4, 2018, at 21:11, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:
--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>
Unless my memory is too cloudy to recall the details, my Dad's old Navy Bluejackets' Manual had knots and splices described in it, and he taught me the 5-tuck splice but in rope and with cord whipping, not in cable with wire. I can only imagine what it must be like to try to 5-tuck 1/8" or 3/32" aircraft cable with your bare hands! Dad served in the Navy in WWII as a meteorologist aboard the USS Jerauld.
But to get back to Bill about the Subaru engine for higher altitudes, turbocharging has been done but not with the EA81 that I know of... an EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew out of Salida, CO when he owned it. Salida is at 7,083 MSL. There are photos of it on Westcoastpiet, just go to the 'Pictures' page and scroll down to the Js for John Dilatush.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC &quot;Scout&quot;
A75 power, 72x36 Culver prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477834#477834


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Dawg



Joined: 19 May 2013
Posts: 323

PostPosted: Tue Feb 06, 2018 6:07 pm    Post subject: piet Reply with quote

but I’m going from a Subaru to ???. Nothing will match.[quote]On Feb 6, 2018, at 14:15, Steven Dortch <steven.d.dortch(at)gmail.com (steven.d.dortch(at)gmail.com)> wrote:
65 to 85 are the same case by in large. There was some change from teh 85 to the C90 and O200. I cant remember which one that is Not a great (still good) the 85 or 90.

On Tue, Feb 6, 2018 at 2:31 PM, Boatright, Jeffrey <jboatri(at)emory.edu (jboatri(at)emory.edu)> wrote:[quote]
Hm. When we exchanged the A-65 for a C-85, the same mount worked.

--
Jeffrey H. Boatright, PhD, FARVO
Professor of Ophthalmology
Emory University School of Medicine
Core Director & Research Biologist
Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation




From: <owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> Reply-To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)> Date: Tuesday, February 6, 2018 at 3:19 PM To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)> Subject: RE: Re: piet



--> Pietenpol-List message posted by: "Jack Philips" <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)>



When I changed the engine on my old Cessna 140 from a C85 to an O-200, I had

to install a new mount.



Jack Phillips

Smith Mountain Lake, Virginia



--


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taildrags



Joined: 29 Dec 2009
Posts: 1607
Location: Medford, OR

PostPosted: Tue Feb 06, 2018 8:32 pm    Post subject: Re: piet Reply with quote

Steve; the change in the small Continentals came when the A series went to the C series. The A series engines are all 171 cu.in. (bore 3.875", stroke 3.625") and got different horsepower ratings from 50 to 80 depending on compression ratio and RPM, plus other tweaks here and there. The A80 is the slug of the bunch and is not often seen, the pistons having 5 rings vs 3 on the smaller siblings, so those have higher friction drag and a higher parts count. The A80 puts out its rated power at 2700 RPM, so coupled with more rings on each piston and heavier pistons, they develop more heat and friction at rated output. By contrast the C85 puts out its rated power at a much more modest 2575 RPM, so in this power range the C75 and C85 are much favored over the A80.

The early C series, the 75 and 85, are 188 cu.in. displacement by virtue of the bore increasing to 4.0625" over the A series engines.

The later C series, the C90 and O200, also have the 4.0625" bore but the stroke is increased to 3.88". From these details you can see how some parts interchange between all of these models, a few interchange between several models, and a few only interchange with a few. You mention one of these engines being not as favored as another, and that would probably be the C85 vs its cousin the C90. The C85 puts out its rated power at 2575 RPM whereas the C90 puts out its rated power at a lower 2475 RPM and develops its best torque at a better operating point due to a different cam. The C90 is said to be the choice for airplanes operating on floats and using small Continentals.

As you can well imagine, differences occurred all along the way as electrical systems, starters, fuel pumps, vacuum pumps, and various other accessories were designed to be fitted to these engines by the factory. It's fun to study all of these variations if you're an engine nut like I am (or wannabe, anyway!)


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Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
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PostPosted: Tue Feb 06, 2018 9:14 pm    Post subject: piet Reply with quote

Oscar, what is parts interchangeableity between the A and C?

On Feb 6, 2018 10:34 PM, "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:
Quote:
--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>

Steve; the change in the small Continentals came when the A series went to the C series.  The A series engines are all 171 cu.in. (bore 3.875", stroke 3.625") and got different horsepower ratings from 50 to 80 depending on compression ratio and RPM, plus other tweaks here and there.  The A80 is the slug of the bunch and is not often seen, the pistons having 5 rings vs 3 on the smaller siblings, so those have higher friction drag and a higher parts count.  The A80 puts out its rated power at 2700 RPM, so coupled with more rings on each piston and heavier pistons, they develop more heat and friction at rated output.  By contrast the C85 puts out its rated power at a much more modest 2575 RPM, so in this power range the C75 and C85 are much favored over the A80.

The early C series, the 75 and 85, are 188 cu.in. displacement by virtue of the bore increasing to 4.0625" over the A series engines.

The later C series, the C90 and O200, also have the 4.0625" bore but the stroke is increased to 3.88".  From these details you can see how some parts interchange between all of these models, a few interchange between several models, and a few only interchange with a few.  You mention one of these engines being not as favored as another, and that would probably be the C85 vs its cousin the C90.  The C85 puts out its rated power at 2575 RPM whereas the C90 puts out its rated power at a lower 2475 RPM and develops its best torque at a better operating point due to a different cam.  The C90 is said to be the choice for airplanes operating on floats and using small Continentals.

As you can well imagine, differences occurred all along the way as electrical systems, starters, fuel pumps, vacuum pumps, and various other accessories were designed to be fitted to these engines by the factory.  It's fun to study all of these variations if you're an engine nut like I am (or wannabe, anyway!)

--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop




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glen



Joined: 17 Sep 2013
Posts: 166
Location: Oregon Coast

PostPosted: Wed Feb 07, 2018 7:05 am    Post subject: piet Reply with quote

Welcome to experimental aviation. It’s been said that piets are like snowflakes... ain’t no two of em alike. Just build it. It’s really like any other job. Figure out what you have to do, how to do it and get out the welder. No big deal. Enjoy

On Feb 6, 2018, at 6:04 PM, William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)> wrote:
Quote:
And a new cowling I suppose.
Quote:
On Feb 6, 2018, at 13:16, Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> wrote:
Regardless of what engine you will be putting on a Pietenpol, you will need to build a mount. This ain’t no sissy KIT

Jack Phillips
Smith Mountain Lake, Virginia

From: owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com) [mailto:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)] On Behalf Of William GeipelSent: Monday, February 5, 2018 9:00 PMTo: pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)Subject: Re: Pietenpol-List: Re: piet

Never having built an airplane, how big a deal is it to put a different engine on? Motor mounts available or
Do I need to custom build one? Will an 0-200 work? 100hp would be nice at 8’300’.



Thank you all for the advice and info. Keep it coming.



Bill




Quote:
On Feb 5, 2018, at 06:56, Jack Philips <jack(at)bedfordlandings.com (jack(at)bedfordlandings.com)> wrote:


I agree with Jeff’s assessment. In addition to the Subaru’s reputation in Pietenpols, I know that the first fatal crash of an RV-10 was caused by a failure of its Subaru engine. And what Oscar Zuniga failed to mention in his post (below) is that the reason Greg Bacon now owns John Dilatush’s Subaru powered Pietenpol is that John crashed it due to an engine failure with the Soob. I don’t know if Greg is going to continue to use that engine or put a more proven powerplant, such as a Continental or Corvair on it.



Jack Phillips

Smith Mountain Lake, Virginia



From:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com) [mailto:owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)] On Behalf Of Boatright, JeffreySent: Monday, February 5, 2018 8:22 AMTo: pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)Subject: Re: Re: piet



I know of at least three locally that have failed while in the air. I don’t know the reasons.



IMO, you are much, much better off getting the manuals and rebuilding a Continental. Yes parts costs are high, and yes, you can still be surprised by unexpected wear or damage, but in the end, you have a reliable engine. With the Soobs, you have the same unknowns in terms of previous wear or damage, but there’s a whole bunch more unpredictability in terms of the rebuild AND the conversion. Plus, all of the ancillary systems will need to be worked out.



I don’t know of a single Soob installation that has worked out well in the long run. That’s not to say they don’t exist, but…



--

Jeffrey H. Boatright, PhD, FARVO

Professor of Ophthalmology

Emory University School of Medicine

Core Director & Research Biologist

Atlanta VAMC Center for Visual & Neurocognitive Rehabilitation





From:<owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)>Reply-To: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)>Date: Monday, February 5, 2018 at 8:11 AMTo: "pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)" <pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)>Subject: Re: Re: piet

--> Pietenpol-List message posted by: William Geipel <l129bs(at)gmail.com (l129bs(at)gmail.com)>

How reliable is this engine?


Quote:
On Feb 4, 2018, at 21:11, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:
--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>
Unless my memory is too cloudy to recall the details, my Dad's old Navy Bluejackets' Manual had knots and splices described in it, and he taught me the 5-tuck splice but in rope and with cord whipping, not in cable with wire. I can only imagine what it must be like to try to 5-tuck 1/8" or 3/32" aircraft cable with your bare hands! Dad served in the Navy in WWII as a meteorologist aboard the USS Jerauld.
But to get back to Bill about the Subaru engine for higher altitudes, turbocharging has been done but not with the EA81 that I know of... an EA82T is on John Dilatush's (now Greg Bacon's) Air Camper that he flew out of Salida, CO when he owned it. Salida is at 7,083 MSL. There are photos of it on Westcoastpiet, just go to the 'Pictures' page and scroll down to the Js for John Dilatush.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC &quot;Scout&quot;
A75 power, 72x36 Culver prop
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taildrags



Joined: 29 Dec 2009
Posts: 1607
Location: Medford, OR

PostPosted: Wed Feb 07, 2018 8:19 am    Post subject: Re: piet Reply with quote

Steve; sorry... your question is too broad. The interchangeable parts can be everything down to the exhaust holddown studs to the rocker box covers but that's probably not what you want to know. Most of this type of question boils down to people wanting to know if they can turn one engine into another one by using an O200 crank or C90 pistons or this or that. Far too many variables and variations to be able to answer that. However, among the breeds there are crossover lists and descriptions, such as the ones on the Flybaby engine page.

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Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop
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PostPosted: Wed Feb 07, 2018 8:54 am    Post subject: piet Reply with quote

Yes I have looked at that list. Not sure why I am asking. The only thing I might do is turn a 65 into a 75. Not much to that.

On Wed, Feb 7, 2018 at 10:19 AM, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:
Quote:
--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>

Steve; sorry... your question is too broad.  The interchangeable parts can be everything down to the exhaust holddown studs to the rocker box covers but that's probably not what you want to know.  Most of this type of question boils down to people wanting to know if they can turn one engine into another one by using an O200 crank or C90 pistons or this or that.  Far too many variables and variations to be able to answer that.  However, among the breeds there are crossover lists and descriptions, such as the ones on the Flybaby engine page.

--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop




Read this topic online here:

http://forums.matronics.com/viewtopic.php?p=477901#477901






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glen



Joined: 17 Sep 2013
Posts: 166
Location: Oregon Coast

PostPosted: Wed Feb 07, 2018 2:08 pm    Post subject: piet Reply with quote

So, Louis, what is the result of putting O-200 jugs on a 65?

On Feb 7, 2018, at 12:54 PM, Louie Bakrevski <lupchob(at)hotmail.com (lupchob(at)hotmail.com)> wrote:
Quote:

My favorite Is punting C-85 Jugs on a A-65 case. Not much machining. It makes a one hell of a performer of a engine. I have all the tooling to start to do them.
Only thing i am missing is time. Louie Valparaiso IN


From: owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com) <owner-pietenpol-list-server(at)matronics.com (owner-pietenpol-list-server(at)matronics.com)> on behalf of Steven Dortch <steven.d.dortch(at)gmail.com (steven.d.dortch(at)gmail.com)>
Sent: Wednesday, February 7, 2018 10:53 AM
To: pietenpol-list(at)matronics.com (pietenpol-list(at)matronics.com)
Subject: Re: Re: piet

Yes I have looked at that list. Not sure why I am asking. The only thing I might do is turn a 65 into a 75. Not much to that.



On Wed, Feb 7, 2018 at 10:19 AM, taildrags <taildrags(at)hotmail.com (taildrags(at)hotmail.com)> wrote:
Quote:
--> Pietenpol-List message posted by: "taildrags" <taildrags(at)hotmail.com (taildrags(at)hotmail.com)>

Steve; sorry... your question is too broad. The interchangeable parts can be everything down to the exhaust holddown studs to the rocker box covers but that's probably not what you want to know. Most of this type of question boils down to people wanting to know if they can turn one engine into another one by using an O200 crank or C90 pistons or this or that. Far too many variables and variations to be able to answer that. However, among the breeds there are crossover lists and descriptions, such as the ones on the Flybaby engine page.

--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power, 72x36 Culver prop




Read this topic online here:

http://forums.matronics.com/viewtopic.php?p=477901#477901






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====================================







--
Blue Skies,

Steve D









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