Hello, Good Evening, and Welcome.

This is the first issue of a new newsletter for Pietenpol enthusiasts (I was tempted to say "nuts", but maybe that's not the ideal way to begin). Some of you will have been waiting for it for a long time, others will be surprised to find it on their doorstep.

Perhaps I should start off with a bit of history.

Last year a number of builders were trying to find ways to stimulate the Pietenpol Squadron. Unfortunately, partly due to crossed communications, I as spokesman got off to a bad start with Jim Wills (the Squadron co-ordinator) and we went downhill from there. With relationships eventually broken down completely, I and some of the others felt there was no other way to get things moving than by starting a new newsletter, so here it is. I'm very sad that a lot of politics and bad feeling has entered into what should ideally be a happy fraternity, but hopefully we can now put that behind us.

My own history is one of not very much experience in aeroplanes. After a gliding course and air experience flights in the school cadet force, aviation, though always an interest, stayed in the background. I have good mechanical experience (I used to run my own motorcycle business) and gradually became more aware of and enthusiastic about homebuilts

When I saw G-BMLT at Cranfield in '87 and purchased a set of the original plans from Orrin Hoopman (what a charming chap), I was an immediate Piet fan, though without any thoughts of building one. After getting my PPL at Southend in 1988 a friend and I purchased a Luton Minor (well, actually I was dead keen to buy it and persuaded him to come in with me). We (alright I) bought the machine in great haste and a tidal wave of enthusiasm (a classic case of Got-to-Have-an-Aeroplaneitis) only to find that we had bought a pup. No, we'd bought a very mangy old dog with half an ear missing. Originally beautifully, though very heavily, constructed, the machine had suffered a hefty accident at the start of its career and was written off. A 'gentleman' had bought the wreck from the insurance company and done an extremely poor repair job, including a thoroughly bodged conversion of the VW to 1835 cc. Al though we couldn't prove it, we also reckoned there were several hundred unrecorded hours on the supposedly 20 hour machine (you'll notice I'm not mentioning any names in this tale). The upshot was that instead of immediately flying our new toy, all our time and money over the next eighteen months or so were spent reconditioning the beast. By this time I was also having some financial problems, so my licence had lapsed and I had to sell my share without ever having flown it. Hence my wish to own an aeroplane I was involved with from the start.

*If nobody offers a less naff title, this is it. You have been warned.

In many ways I am about the least qualified person to be writing this newsletter, since despite having had a set of plans for a couple of year s I have not yet even begun to build. By the time I was in a position to start construction about a year ago, a building group in North London advertised for additional members. I went to meet them and decided that this was probably my best chance to get back into the air with a Piet. Unfortunately the leading light then dropped out with various personal problems and the other members picking up the pieces found that a lot of the paperwork and inspections were simply non-existent. The result has been a very frustrating year trying to get a new inspector on board and the position regularised. However, I'm delighted to report that as of last week the situation has been sorted, subject to Shoreham's agreement, and I feel that I can at last call myself a Pietenpol builder. The other thing worth mentioning is that for my sins I organise the Homebuilders Centre at the PFA Rally. You may have noticed that Piets are always well represented there!

The aim of the newsletter will be roughly as follows:

• To help maintain contact between builders To act as a forum for discussion To disseminate information on building techniques, equipment, corrections, modifications etc.
• To report on events
• To have a bit of fun

Subs will initially be £5.00 for 4 issues, though this one is free. Even if you don't want to subscribe, I would be very grateful if you would complete and return the enclosed questionnaire, as it will help a great deal in keeping everyone informed. The names and addresses of all who return their forms and don't object will be published in the next edition.

OK, on to the interesting stuff ...

DRAG CABLE FITTING MODIFICATION
Paul Prince of Aviation Metalcraft has been granted a Concession by PFA Engineering for a modification to the drag strut fittings (I hate that word "Concession". I don't know who came up with it, but it sounds like you're being told "Well of course you shouldn't really be messing around with things you don't understand, but just this once we're going to be magnanimous and let you get away with it". I know that's not really Shoreham's attitude). Joe Cronk and Peter Quigley both reported to him that it was not possible to fit a clevis pin between the fitting and the spar after bolting to the wing. Joe only discovered this after gluing the leading edge ply, so had to make up a special spanner to fit through the lift strut slots to enable him to unbolt the fittings. David Hanchet also came across the problem and asked me to mention it here. The mod consists of lengthening the various brackets by extending the bent-out arm by 5/8". Cables will need to be shortened by a corresponding amount, of course. A copy of the concession is enclosed. Thanks, Paul.

Incidentally, I have heard people complaining about errors in the plans at various times. When you consider that they were drawn up by one person without the aid of a research team, computers, or sometimes even an existing part, I think that both Bernard Pietenpol's and Jim Will's drawings are excellent. I've certainly seen very much worse examples of some other well known designs. However, one of the purposes of this newsletter is to share information about the anomalies that do exist. If you come across anything that doesn't seem right, don't keep it to yourself - write in and share it.

TAILPLANE INFORMATION
To try and keep the information on anomalies, mods etc., to a fairly rational order, we are going to concentrate on different sections of the design in each issue. Hopefully this will eventually be combined into a booklet. No. 2 will feature the tailplane. Please write and give the new builders the benefit of your experience. Were any parts of the tail particularly tricky? Did you find any difficulties with the plans? Have you made any modifications? What would you do differently th e second time around? If built to the plans the rudder ends up about 3/ 4" longer than the fin + sternpost. Did you find out in advance? What did you do about it? What did you do about all those end-grain ungussetted joints on the rudder, stabiliser and elevator spars? If you are just beginning, is there anything on the tailplane that looks like a problem?

AVIATION METALCRAFT GOODIES
Paul Prince also informs me that he is in the final stages of producing a tailwheel assembly. This will be about 1/2 lb lighter and £50.00 cheaper at £175 than the equivalent Aircraft Spruce part (L691, Page 168, if you've got the catalogue). It will be fully steerable & swivelling, with provision for a 1 1/2" 45 degree spring. His metal fuselage is also about to go into production, with the first buyer lined up (I seem to have been hearing that this is ready for an awfully long time, Paul !).

There are other developments in the pipeline too, but I'm sworn to secrecy. Maybe for the next newsletter...

CRANFIELD ACCIDENT
Although the unfortunate accident to G-BRXY at Cranfield has not exactly been short of publicity (it even rated quite a long slot in the Rally video), some background information might well be useful to Piet b uilders & owners.

Peter Ganczakowski, who bought the machine from builder Tony Morris, reports that he was doing a mainwheel landing on the concrete runway at Cranfield when the aircraft groundlooped hard to the right. Wind reported by Air Traffic was 7-10 knots @ 280 degrees, but the CAA later verified actual conditions as 18-20 knots @ 90 degrees. Quite a discrepancy! (and also the conditions that brought the Bucker Jungmann to grief at about the same time).

The result of the groundloop was that the left wheel hub collapsed (the casting fractured) shortly followed by the right hub. The aircraft went completely inverted as the axle dug in, damaging the wing tank, cabane struts and nose cowling. There was a prop strike, but fortunately while the engine was at idle.

'XY' is being repaired by Westley Aviation at Cranfield, and the opportunity is being taken to incorporate a number of modifications. Westley have sourced some wheel hubs from a glider, which apparently are still going to be used with spoked rims. I don't know how this is going to work out and am intrigued to see the results. Tony didn't like having to take his feet off the rudder pedals to reach the heel brakes and is having them altered to toe brakes. The bungee elevator trim was also not very effective and is being converted to the Aviation Metalcraft arrangement. Finally a baggage locker is being fitted in the top wing.

Peter's general comments on the Piet: He finds the handling similar to the Tiger Moths he flies at Cambridge, but lighter. It's very nice to fly, especially in the Summer, but the open cockpit makes it very weather dependent. He likes the low stall speed, operating happily out of a 300 yard strip, but is wary of crosswinds (hardly surprising!), having previously had a minor groundloop. The high wing and tall undercarriage aggravate the behaviour. Differential braking is much more useful than the steerable tailwheel in keeping the aircraft straight. Consumption of the C90 is about 4 gph.

The hubs on G-BRXY came from a small Kawasaki, about 125cc, possibly only 90cc. I examined the machine at Cranfield and could find no broken spokes or evidence of collapse of the rims (obviously both had suffer ed distortion in the accident, but this appears to be effect rather t han cause). Builders' concerns with spoked wheels on Piets are usually centred on the likelihood of breaking spokes but this does not seem to be a problem here. At the moment we have G-BRXY's hubs which appear to be simply not strong enough, and G-BUCO's which are very heavy. There is certainly a satisfactory compromise available somewhere, without going to the trouble of making hubs from scratch. Perhaps motocross front wheels off a machine of about 250-500cc are the answer. They are designed to take considerable vertical and side loads (the bikes are regularly leapt 15 feet high!) but for off-road use only have small brakes - all you need for a Piet. The spindle diameters would probably be great enough to permit them to be used on the aeroplane with the original bearings. Does anyone have any comments or suggestions? What are you fitting to your machine?

ENGINES
Speaking of C90s, these and O-200s are beginning to get thin on the ground. Although still fairly cheap to buy, some of the parts prices are pretty horrendous, and with a certified engine it all has to be done a ccording to the book (Crankshaft AD's anyone?). They are also heavy by today's standards (a C90 without exhaust, starter or generator weighs 188 lb dry). It's also hard to be sure of the history of many units offered for sale, whatever the log books say, Alan James' recent fun with a cracked crankcase on G-BUCO being a good example. Even so , for many of us they are going to be the easiest solution. They are, after all, designed from scratch for the job, have been around long enough for the bugs to be ironed out, and their installation in Pietenpols is a well established procedure.

However, there are a number of alternatives which are worth looking at:

• ROTAX 912. 138 lb inc. exhaust, rad, water, starter, gen etc., 80 hp, 25 50 prop rpm and low fuel consumption. Unfortunately, once you've included necessary extras like the radiator the price is over £9000. Ouch! Of course, for only an additional 20 lb you can have the turbocharged 914, which will give you 115 take-off HP! The problem is that it adds a further £4500 to the price.
• JABIRU 2200. 123 lb inc exhaust, gen, starter etc. 80 hp and low fuel co nsumption. Unfortunately it's still very expensive in Pietenpol terms at £6991, and PFA Engineering were unimpressed with the efficiency of its 3300 rpm propellor at our modest cruise speeds. A reduction geared version is apparently under development.
• LIMBACH. Once again they offer 80 hp versions of their VW derived units. I don't have current details of their weights and prices, but they have a similar rpm problem to the Jabiru.
• CAM 100. A Honda 4 cyl. car engine with belt reduction, giving the effective layout of an inverted in-line (i.e. prop at the top). This would permit a lovely cowl line. 100 hp, price around £5500 (sorry, I don't have any recent figures), and 2500 prop rpm. Unfortunately (there's always an unfortunately, isn't there?) its installed weight is around 250 lb, which would dig a big hole in the useful load.
• WALTER MIKRON IIIA. Inverted in-line. 145 lb (hand-start version, w/o ex haust). 2600 rpm. The price used to be about £5000, but again I don't have any recent figures. Sadly only 65 hp, so your AUW would probably be restricted to 1050 lb. (Cheaper at permit time though!)
• MID WEST ROTARY. 100 hp and around 140 lb installed weight. Very compact and very smooooth. However, I believe the price is up at Rotax levels, and somehow it doesn't seem appropriate for a 1929 aircraft design.
• SUBARU EA81. There are various modifications of this engine available, the favourite in this country being the NSI version with gearbox reduction. 98 hp, approx 180 lb installed weight (electric start) but around £7500.
• BMW R1100RS. This is the flat twin motorcycle engine, recently redesigned by BMW to incorporate 4 valve heads, fuel injection etc. Europa are currently looking at offering an aero version with reduction gearbox. They anticipate installed weight (electric start) of 160 lb, 90 hp @ 2665 prop rpm, and cost of about £7400 with a new engine, or £400 0 based on a secondhand unit. This could be worth watching. I've subscribed to their newsletter, and will keep you informed.
• MOTAVIA ULTRATEC. This was mentioned in the latest Popular Flying. 80 hp and claimed to weigh "little more than existing two strokes". No more details except that it uses some Ford car components. I'll find out more for the next newsletter, if it hasn't been in all the magazine s by then.
• BMW R100. A number of people have been adapting the older version of the BMW flat twin. We had one in the Homebuilders' Centre at this year 's PFA Rally, being built by Eifion Howells for his Murphy Renega de. Most builders (including Eifion) use the Rotax reduction gearbox and transmission damper. Although some machined parts are required, they are fairly straightforward. The Aug/Sep Pop Flying had a classified ad. from Mike Hanley (01872 560 771) offering conversion drawings for £15.00. The total weight should be about 160 lb with electric start, power 75-80 hp depending on spec. Good R100 engines are around £350- 400. Rotax used to sell the C type gearbox for £630, though I don't know if you can still buy them new. With the 4:1 reduction option, you could have a prop rpm of 1750!
• FOLAN V290. TCD, the Sherwood Ranger makers, are working out an adaptation of this Swedish V twin motorcycle engine. About 80 hp, and as it was designed as a competition unit, it should be quite light; still in the early stages though.

WHITE WALTHAM MEETING
As is becoming traditional each winter, David Hanchet and Alan James organised a Builders' Meeting at White Waltham on November 20th. Owing to delays in publication of both Popular Flying and this newsletter it wasn't as well publicised as was hoped, but still attracted about 20 builders.

The highlights of the evening were the display of Hal Danby's superb controls (see Builder News below) and the showing of Alan James ' excellent video of G-BUCO. Produced by his brother-in-law, who is apparently a professional, it features charming period background music, and among the various flying shots is a landing bounce that had Alan turning a deep pink colour at the back of the audience.

Such meetings are a valuable source of information and encouragement, but Maidenhead is of course not the most convenient location for many builders. We are trying to set up something similar in the North, and yes, this one WILL be advertised in plenty of time in the next newsletter, honest. Look out for news of the Sywell summer meeting too.

GREAT ORMOND STREET HOSPITAL PROJECT
Included with this newsletter is information on a project by Carl Wych in aid of Great Ormond Street Hospital. I'm sure he gets everybody's best wishes, but there are many practical ways in which he can be helped.

If you can do anything at all to assist Carl, please get in touch with him. Apart from the purely practical side there are loads of organising and promotional tasks to be addressed.

To late for his information sheet is the news that 'Traditional Woodworking' magazine are writing about the project (and Pietenpols) in their January issue, with a centre spread in February (I don't know which example). I suppose a Piet is about as traditional as you can get . . .

PIETENPOLS ON THE INTERNET
Although the latest in modern communications and a 60 year old aeroplane design might seem odd bedfellows, there is a wealth of quality Piet information available through the Buckeye Pietenpol Association's web site. My own computer is too primitive for access to the 'net (just as well, or I'd never get this newsletter finished), but Tim Sheridan has kindly downloaded a large amount of information for me. Their website revealed a very useful page of answers to Frequently Asked Questions: Are kits available? How much will it cost? What engines? Iwas surprised to see just how many US Piets are Model A Ford powered. The engines are still easily obtainable over there of course, and the vintage car community has provided a good source of spares. Americans are also less likely to operate out of cramped fields, but even so ... The BPA in fact tend to regard only Model A or Corvair powered aircraft as 'true' Air campers. However, even if they aren't quite sure what to call the result, they are extremely tolerant of major modifications and adaptations. "That's a legitimate activity. After all, most (of us) are members of the EAA".

Sorry, I'm getting carried away. There is a good, but US oriented, bibliography, various technical and news items (including a mention of a new 5 cylinder radial), but the real strength of the site is the 30 or so contributions from builders, often including colour photos which have reproduced extremely well. These include letters from Chris & Fran Barley (with the 'postcard' picture of G-BUCO), Arthur Mason and Keith Hodge. There is often an E mail address for the builder or a link to their own home page.

It seems to me an excellent example of the true value of the Internet. Tim's was the 4191st visit to the site in exactly 4 months, accessing enough material to fill several Popular Flyings. You simply couldn't do that in hard copy without the cost being totally unrealistic. If you have access to the Internet and you haven't already visited the site, you won't regret entering:

BUILDER NEWS
RANDALL BEYNON has just started building (I don't know exactly how far he's got). He is a BMAA inspector.

ROBIN BILLINGTON is building G-RAGS with ALAN BURTON, GRAHAME SMITH, and STUART LEONARD. The aircraft is about ready for covering, and currently they are undecided on an engine. The A65 they had already acquired is up for sale, as they want to fit something with a starter. I don't know; no backbone these modern youngsters. Actually, speaking from painful experience, I think hand-propping is maybe not a good idea on a group-owned aeroplane, as it's something of an acquired art. Current favourites are a Subaru, Jabiru or CAM 100.

PETER COOKE has completed the fuselage, tail, ribs & spars, with the ta il covered. He is thinking of putting the instruments in the wing, and might use a BMW engine.

JOE CUDBY is currently restoring a Luton Minor (you have my sympathies, Joe), but would like to buy a Pietenpol.

PETE DALBY has sadly decided that he is not going to be able to complete his Pietenpol, as he has a long series of Police promotion exams to look forward to. His advert in Popular Flying netted a total of 35 replies, so there are still plenty of people out there wanting to take the plunge with a Piet. Holder of the lucky lollipop is Norman Thornb er of Priory Meadow, Laxfield Road, Badingham, Nr Woodbridge, Suffolk , IP13 8LR. Phone 01728 638 465. Get in touch and say Hello. Norman is a retired BA/Caledonian pilot with over 14000 hrs, mainly in D C3s and Bristol Freighters and about 1000 in Tiger Moths. With that sort of experience it's worth thinking up some really cutting remarks for the first time he bounces a landing in the Piet. He had already begun building when he saw Pete's advert, so it's given him a useful jump start in the project he's embarked on with his son, Mark. Pete meanwhile hopes he might be able to restart in a couple of years, when his career has settled down. At 16 stone and 6ft 4inches (they breed the Bill big these days, don't they?) the only thing he would change next time is to widen the rear fuselage an inch or so, and move the rear seat back. His fuselage already has a raised turtledeck (Odd name. Does anybody know its origin?). Keep in touch, Pete.

HAL DANBY reports that his aircraft is well advanced, but I have no further details. If the rest of it is anything like the control system he showed us at the White Waltham meeting it'll be a stunner. The rudder bar incorporated automatic differential brakes, with an overriding hand lever which could also be locked to provide a parking brake. The basic layout was the same as Barry Plumb detailed in an old issue of Pop ular Flying (around '93, but I can't find the right issue - Sorry!), but Hal has the distinct advantage of CNC machining facilities, and he's made the most of them. He will happily provide drawings for anyon e who wants them. Thanks, Hal.

DAVID HANCHET's project is making good progress, with the woodwork now virtually complete and most of the metalwork done. He has taken a slightly unusual route in not only making most of the metal components himself (including the control surface hinges), but he is making the control horns to the original drawings. Although these look fiendishly complicated at first glance, David said it was easy to hollow out a piece of MDF to the required profile (no great quality of finish is needed). He then simply laid a piece of 22g S510 over the top and tapped gently with a soft hammer until it took the correct form. Cut off the surplus and hand both halves to your friendly inspector (Joe Austin) for welding. Drill and fit bushes for the clevis pins and that's it. Of course, it is more work than cutting them out of flat plate, but there's a very useful weight saving. For corrosion protection, David plans to provide a small drain hole at the bottom of each horn, and give the inside an occasional squirt with protective fluid. His plan to use a Salmson engine is not going so well. Parts are almost non-existent, and it's possible that he may have to look for an alternative. Pity, it would have sounded great.

ALAN JAMES made an interesting comment when chatting to him recently. He has now flown 128 different passengers in G-BUCO! No wonder the design is getting popular. Most of you know that he also carves propellers to help supplement his flying costs. As well as offering to supply one for Carl Wych's Gt Ormond St Hospital project (see below), he has ten tatively agreed to provide prop carving demonstrations in the Homebuilders' centre at next year's Rally, providing 'er indoors will issue a 3 day pass. Thanks Alan. Winter project for G-BUCO is the fitting of a 4-1 exhaust and silencer, in co-operation with MICHAEL WHATLEY. Apparently it was getting embarrassing listening to neighbours say " I heard you flying the other day", instead of "I saw you flying the other day".

JOHN MADDOX has completed tailplane, ribs and fuselage sides.

NIGEL MARSHALL & ROB COOPER are now in the final stages with G-PIET, which is now covered, upholstered and instrumented (Upholstered? a wood en bench were good enough for my grandad, I dunno, these modern kids.. =2E). They are currently making the engine cowl.

KEITH MATCHAM has made the ribs so far. He owns an SE5 replica, by the way.

PETER QUIGLEY is due to receive Paul Prince's first metal fuselage.

PETER TONKS has been building for 5 years. Working as an aircraft en gineer means that the jammy dodger has picked up an O-200 for £500! Ap parently it's time expired, but he knows its history.

DAVE WATERS has nearly finished, and only needs to cover the aeroplane, his workshop, himself and the neighbour's cat with paint.

MICHAEL WHATLEY is also in the final stages, with a lower cowl to fit and the wings (and worksh... etc.) to spray. He has deliberately slowed down recently as he doesn't want to make the first flight until the Spring weather arrives. Looking out of the window at today's heavy, iron grey sky I don't blame him, but there can't be many aircraft builders who are worried about finishing too quickly. He is also fitting a 4-1 exhaust with Swiss silencer, jointly worked out with ALAN JAME S.

Well, that's it for issue No 1. I hope you enjoyed it. If so, send your subscriptions in soon so I can blow them all on a really lavish Christmas. All contributions & correspondence very much welcomed. If for publication, a 3.5" disk in ASCII format would be nice, but if all you have is a crayon and the back of an envelope, that's fine. If you have pictures, I should be able to reproduce them in B&W or colour by the next issue.

Have a good Christmas

Tony