'Evening all,

First thing I have to do is admit to a terrible mistake. I have been properly taken to task over a major faux-pas in the first issue. Actually in the first line of the first issue. Yes, I know you've all been laughing yourselves silly or tutting loudly according to type ever since, but I never even noticed until I was hauled over the coals by a rather miffed reader who wants to remain anonymous. Of course it's not an Aircamper, it's an AIR..........................CAMPER. And to think that I once won a prize for English Composition; Sister Mary Philomena will be turning in her grave (I don't want to suggest that this prize was a long time ago, but I have a photo of myself at that Prep School, in Sunday best, knees scrubbed and hair slicked down....and wearing an Eton collar and bow tie. Really). The same anonymouse also loathed the name, but as no-one else complained (you were warned!), I'm afraid you're stuck with it.

Well, I'm sure you didn't pick up this newsletter to read ramblings about my childhood.

RESPONSES
First of all, some news about the letter itself. I was delighted by the response; even a number of contacts who had decided not to build sent back a nice Thank You. 39 people have now subscribed, which is as many as I could have hoped for. The warm, gratifying glow is of course immediately followed by panic at the thought of having to produce something readable every quarter. Nearly everyone was happy to have their addresses and phone numbers published, so there's a sheet attached at the back. Individual news and a selection of letters are also included elsewhere, but I have to mention a line from Paul Shenton: "During the summer I also display the Spitfire and Hurricane with the Battle of Britain Memorial Flight. Someone has to!" I'm not jealous. I'm not, I'm not. I wouldn't want to fly a rotten old Spitfire anyway.

GOLDFISH
A major part of the questionnaire of course, was the number of goldfish that builders owned. Ignoring those who failed to answer the question (now come on, how can you expect other people to benefit from the newsletter if you won't share information?), the average number of goldfish per builder is 3.23. Responses included "A royal python" and "A female duck called Edward". H'mm, let's be careful of those epoxy fumes out there. OK, the question for the next issue is: Why are you throwing away your youth in a degenerate activity like aeroplane building, when you could be out in the sunshine, enjoying healthy pursuits like Bingo?

ORGANISATION
Back in the real world, I also asked for attitudes towards a proper organisation. Opinions were fairly evenly divided. Some ran a mile from the idea, others felt that a framework would enable more co-ordination of effort. Perhaps most importantly, although there were various offers of help, no-one actually grasped the nettle and wanted to set the ball rolling. If anyone wants to take this on, there are volunteers out there, and I'll pass them on. Personally, I'm more interested in swapping news and ideas. I don't have either the time or the wish to run a formal group (I suppose you find the former when you've got the latter), though I would be happy to help anyone who does.

HAL DANBY AT HOME
As many of you will hopefully have spotted in Pop Flying, Hal Danby is organising an "At Home" evening for Pietenpol types on Wednesday, 16th April. If the rest of his aeroplane is as well made as the control system he brought to the last White Waltham gathering, it should be worth going just to see that. If you need any further encouragement, he's also laying on drinks, chilli and pizza (large deep-pan vegetarian with extra olives, please Dan). He will be away until 12th April, so if you need directions before then, call me and I can send you a copy of his excellent map. He didn't want it published as he'd like those who are coming to let him know in advance, in order to judge the catering quantities (Are you sure about this Dan? You could be swamped). So, 16th April in your diaries; phone Dan or myself for directions, or at least to confirm numbers; load the jalopy with survival gear and Air..........Camper related bits to show the other visitors; then head out to the wilds of Suffolk. See you there!

SYWELL
While we're talking about events, don't forget that the Pietenpol fly-in is on Sunday, 18th May. There will be a reserved seating area for Piet types in either in the bar or garden, according to weather. In case you haven't been before, Sywell have good catering facilities available (either bar snacks or a full sit-down meal), and of course there's a motel attached if you want to stay overnight (01604 642 111 for reservations). Alan James has been chasing up Piet owners to make sure they fly in. Some of the current aircraft now have considerable modifications (not least Alan's, see elsewhere) and we're keeping fingers crossed for a couple of brand new arrivals (sorry, no names yet). There are usually 50+ visitors (getting to be quite a crowd, aren't we?), so you should have plenty of folk to talk to. See you there!

PFA RALLY
Still talking about events, the PFA Rally's sails have appeared on the horizon and it's gathering speed toward us. At this point I put on my Homebuilders' Centre Organiser's hat (a rather elegant straw Panama from M&S) to ask for volunteers. We have always had excellent Pietenpol representation in the Centre, not least in the shape of Joe Cronk's embarrassingly good fuselage each year, as well as a large number of Piet builders talking to visitors.
We still need people for this, of course, but this year we are planning to get a bit more ambitious. You may remember details in the last issue of Carl Wych's project to help Great Ormond Street Hospital. Both to help Carl and provide further education for visitors, we plan to have an ongoing building demonstration at Cranfield, making tailplane components for Carl's Piet. This can only work if we have enough people willing to donate time during the weekend to making some Piet parts. Obviously, this largely means current Air........Camper builders. Any time you can spare from 2 hours upwards will be gratefully appreciated. Tools, materials, refreshments (we do killer cocktails) etc. will of course be provided, and you won't be expected to do anything outside your capabilities. Any level of skill and experience can be made use of, after all, sanding and sweeping up are essential jobs! If you are still wary of taking the plunge into building a Piet, this could be a good way of dipping your toe into the waters=2E So please, if you can possibly help out, contact me or David Hanchet (David co-ordinates volunteers for the Centre on 01628 822 564). This plan cannot work without some experienced Pietenpol builders.
Incidentally, there should be a Pietenpol article in "Traditional Woodworker" about now, organised by Carl and featuring Arthur Mason's G-ADRA and Joe Cronk's project. I haven't seen it yet; has anyone got a copy?

PFA RALLY BUILDERS' MEETING
Taking the hat off again, how about a get-together at the Rally? I think it will have to be something informal, there are too many other activities going on, but a rendezvous for a drink and a chat would be pleasant. The next newsletter will be out before the Rally, so I'll get something together for then, probably meeting in the Homebuilders' Centre one evening. I'm sure the organiser will let us, he's a really ace guy. See you there!

WOOD SUPPLY
A number of correspondents have commented on the difficulty of obtaining aircraft quality spruce recently. I understand that both Aircraft Spruce and Wicks are quoting delivery times of several months, with no guarantees at the end of it. Quality can also be problematical. Keith Matcham gives his experience with a Canadian firm elsewhere. My own group recently purchased our remaining requirements from Skysports, on the recommendation of Andy Crumpholt, our inspector. No complaints at all about quality or service; the wood arrived in a few days, beautifully machined, and to my inexpert eyes appears perfect, but the price averaged out at around 33p per cubic inch (you know it's going to be expensive when the price is quoted per cubic inch). Fortunately, nearly all our woodwork was completed some time ago. Of course, when you get over-enthusiastic with the disk sander and scrap 3 compression struts in a row it doesn't do much for economy; the other members couldn't decide between laughing their socks off and cursing me soundly.

The problem, apart from the fact that there is in any case a diminishing supply of top grade sitka spruce, which grows in suitable quality only in a narrow strip along the US North Pacific coast, seems to be that the American government has done a deal with the Japanese, who use great quantities in house construction, to supply them with virtually the entire US output for some time. If anyone has more definite information about this, I would appreciate it. Japanese architecture looks gloriously light and delicate, but if this is the price I wish they'd just use breeze blocks instead.

So what's the answer? A number of builders have investigated buying their wood in bulk, and machining to size themselves. The disadvantages: It doesn't come with a release certificate, so you need someone who PFA Engineering trust to inspect it for you. As you machine it, further inspections will be necessary. You will have to own or buy suitable machine tools (bandsaw and/or table saw). You'll be making a lot of expensive sawdust. Accurately manoeuvring big lumps of timber is difficult. The advantages: Much lower purchase cost, even allowing for wastage. Freedom from long delivery periods. You will always have wood of the right size available, and you can use the machine tools for other jobs. I would appreciate some feedback from those who've tried it. Remember, the information is just as valuable if the exercise was a disaster, and gives us all a good laugh as well. Andrew Stanley has promised me feedback on this for the next issue, so let's have some input from other builders too. In the long term, I think homebuilt designs are going to start appearing that call for douglas fir. The price is less than half that of spruce, and availability is not a problem, though ready supplies of aircraft quality for homebuilders don't seem to have been set up yet.. It's not as easy to work, but not substantially worse. Being 18% denser, simply using it in place of spruce attracts a similar weight penalty (about 20 lbs in a Piet), and of course takes no account of its different properties (it's substantially stiffer, for instance). If the airframe is designed or modified for the higher strength/volume ratio of fir, the penalty is only 3% (3=2E5 lb in a Piet), and this seems an acceptable trade off against price and convenience for most designs.
I pinched the info on fir from an EAA book called "Wood Aircraft Building Techniques". It's a collection of various articles from Sport Aviation magazine over the years, and has some extremely useful info on gluing, jigs, wood selection, special tools, storage etc. There's a beautiful Corby Starlet on the cover and a surprising amount of UK contributions inside (a number of articles from Arthur Ord-Hulme and an in-depth look at the Isaacs Spitfire). Price from Aircraft Spruce is $11.95. They usually have copies at Cranfield.
This is getting even further off the subject, but I presume everyone knows about the EAA reprints of the "Flying & Gliding Manuals". 1929 - 1933 are available ($6.95 from ACS and usually at the Rally). Apart from the fascinating look into a past era ("Streamline your lightplane for greater Speed!"), the 1932 edition contains the original Air.....(Oh, alright, I'll stop) Air Camper plans, including Model A conversion details, while 1933 covers the single seat Sky Scout. The only thing that irritates me about the reprints is that unlike nearly every other article, the Piet series uses later inserted photos instead of the originals, losing much of the atmosphere and period detail.

WHEELS
Those of us who have the good taste to prefer the appearance of large wheels, and damn the practicality, will be interested to know that an American source supplies wire-wheel hubs for aircraft use, as well as supplying a number of Air Camper specific parts such as fuel tanks: Gary Price, 25 Taft Road, Portsmouth, NH 03801-5732, USA. Price list is $6.00. I've asked for a copy and will pass information on. The above address was given to me by Neil Ellis who phoned up out of the blue. We had a very pleasant chat, during which he told me about visiting an aircraft restoration group for some assistance, and ending up getting heavily involved in a P51 rebuild. Speaking as someone who has trouble even keeping his motorbike running, I'm beginning to feel a bit out of my depth here. Anyway, overcome by all this exotica (I'm not jealous, I'm not...) I forgot to write down his phone number, so if anyone knows NEIL ELLIS, please could they put us in touch. Thanks. If you're reading this, Sorry Neil. If you don't want big wheels, but don't like paying certified aircraft prices, scooter wheels seem a reasonable alternative. Dave Silsbury fitted them to G-BMDE and reports no operational problems, although they are not a bolt-on job. I was due to visit him a few weeks ago on PFA Rally business, but illness prevented. However, he has promised details of his setup, which I'll include in the next issue. Again, if you are going down a similar road, please let us know.

TAILPLANE / WINGS
I'd like to thank everyone who wrote in with their comments on the tailplane, following my request in the last issue. I've included the information as a separate sheet, since the idea is to eventually build up a set of builders' notes. The next newsletter will cover wings (er, well, actually it's not going to be quite that big...) so once again, please let me have all your comments. Have you had problems with cable routing? What aileron hinges did you use? Did the fasteners protrude into the aileron fabric? Did you fit the ribs with the spars right way up, upside down, or one above the other? Even what seems very obvious stuff to you can save a new builder much hair-tearing. Incidentally, Jim's latest newsletter contains some useful comments regarding root rib clearance round the attachment plates & fasteners.

ENGINES
A bit of feedback on my engine notes in the last issue. Keith Hodge took me properly to task for ignoring the BMW K100 inline 4 cylinder bike engine. I must admit that I'd dismissed this as a possibility, without really looking at it. It forms a structural member in the motorcycle and incorporates a balance shaft. These, together with BMW's usually conservative engineering, indicated a high weight. It also has a rather awkward shape (lies on its side with the crankshaft to port and the head to starboard). Electronic fuel injection and the near impossibility of fitting extra spark plugs to its four valve, central plug cylinder head layout also suggested pursed lips and sharp intakes of breath from Francis Donaldson. Keith however, has found out that the bare engine only weighs 123 lb, and points out that fuel injection should prevent carb ice, which is more likely to be a problem than electrical failure. He's planning to fit an extra set of pickups on the motor, together with duplicate injection & ignition electrics which can be switched over in the event of a failure. Generator malfunction will still allow 1/2 hour flight on battery power. Keith's an electronics engineer, by the way, so this stuff is a doddle to him. With a Rotax C gearbox, anticipated all-up weight is 170 lb inc radiator, silencer, and electrics except battery (the engine comes standard with four nice stainless pipes of the right length). Looking at some bike breakers' prices suggests about £1000 for a low mileage unit with all necessary ancillaries and extra ignition & injection modules. Output is 100hp @ 8000rpm. With electronic fuel injection, cruise consumption should be excellent.

I obtained details of the Motavia Ultratech mentioned in Pop Flying recently. It's an inline 2 cylinder 4 stroke, water-cooled, 4 valve, fuel injected, twin ignition, with spur gear reduction. Power output is quoted as 80hp, weight including silencer, starter and radiator 122 lb (I'd have had trouble believing that until I saw the Jabiru. It's still remarkable, considering that there's a reduction gear and radiator included). What seems unbelievable is the quoted fuel consumption of 6 litres per hour. Less than 1 1/2 gph? Come on guys, is that measured at tickover? If they can really produce 80hp on that consumption they should be selling their technology to Ford instead of making engines for homebuilders. Perhaps it's just a mistake, but it does make the rest of their claims suspect. Price is £5900 complete inc VAT, kept down by using many car components. Motavia, Redlands Airfield, Lower Wanborough, Swindon, Wilts, SN4 0AA, Ph:01793 791 133.

An interesting development from America is the HCI R 180. This is a 5 cylinder radial, producing 75 HP at only 2150 rpm, and weighing 122 lbs (how complete that is I don't know). It's designed specifically for vintage style homebuilts. I've no idea of price, and as it's both sidevalve (keeps the diameter down) and supercharged I would guess that it's not very fuel efficient. Wouldn't it look and sound great on the front of a Piet, though! Barry Plumb of BGP1 biplane fame sent me a drawing of his beautiful little aeroplane with the HCI on the front. As it flies very well with a VW at the front it would be pretty impressive on 75 HP. He's going to Sun 'n Fun so I hope he'll bring back some more information.

Perhaps this is a good moment to say something about engines in general, since I keep harping on about them. As I've said before, right now a C90 or O-200 is still the best choice for anyone who simply wants to get flying easily. However, price and quality are becoming problematical, and they are not very light or fuel-efficient. When people like Keith are willing to experiment with new installations, their head scratching, expense and bleeding knuckles will hopefully lead eventually to well-sorted alternatives for everyone else. In the meantime, keep scouring those small-ads in the aviation magazines!

CAD DRAWINGS
I keep seeing odd bits of drawings of Piet parts, modifications etc. that look as though they have been done on CAD equipment. Keith Hodge made the suggestion that we should try to arrange a complete set of plans on CAD. Apart from avoiding a considerable duplication of effort, this could be of great help to those working out modifications, needing to visualise an assembly from a different angle etc. Now that I have a nice shiny new (well, only 3 year old) 486 computer, and will be loading DesignCad 3D as soon as I've installed a CD-ROM drive (anyone selling one cheap?), this is of particular interest to me. I've no wish to draw up the entire design, but perhaps some of us can combine together to produce a layout between us. Anyone interested? We'll have to be careful about handing out drawings willy nilly to potential builders who haven't paid for plans, and there may be copyright issues to resolve, but it could be a real boon to those already building.

MATERIALS SPREADSHEET
While getting all technical about computers, it's worth mentioning a couple of jobs I did earlier. Included with this newsletter is a list of the fasteners required for the Air Camper, built according to Jim's drawings. I did it for myself originally, so in some ways it may not be very clear=2E I also make no promises about accuracy, but I hope someone, somewhere finds it useful. Please let me know if you need clarification, or you find some errors.
The fasteners list was prepared in conjunction with a spreadsheet I made of the materials in a Piet. At 10 pages it's too long to include here, but if you want a printout let me know. Alternatively I can provide either spreadsheet on disk in Supercalc or Lotus WKS or WK1 format. The main spreadsheet will need a machine with 4 meg of RAM.
Interestingly, the weight calculations suggested a minimum weight of 657 lb empty weight for an aeroplane to basic specification, built to Jim's plans. I was going to include costs on it, but I ran out of nerve.

PHOTOS
Still on the high-tech kick, three things about photos. First of all, I can include them in the newsletter from the next issue, colour too!, so please send me lots. Second, Alan James unfortunately had an accident with his camera at last year's PFA Rally, and has no pics of G-BUCO next to the Vimy. If you took some, please send him lots (and me, too).
Third, John Catchpole has very few Pietenpol shots in the Popular Flying photo library. He was scratching round for a decent illustration for the article about Paul Prince's new fuselage in the last issue. So dig out your album and send him lots (and me too).

VINTAGE NEWS ARTICLE
Both Norman Brooks, Vintage News editor, and the anonymous (but famous) test pilot gave their permission for reproduction of the enclosed test flight of G-ADRA from Vintage News. I'd like to thank them both, together with Jo Jurd for letting me copy his cartoons. Thanks to all of you. Incidentally, you may not realise that the Vintage Aircraft Club caters for vintage types (i.e. replicas), as well as originals. The Pietenpol certainly qualifies in that respect, and they do have that delightful Daffodil Fly-in at Finmere every Spring. VAC, Membership Secretary: Robert Strobo, Oakland Farm, Stonesfield, Oxford OX8 8DW. Phone 01993 891 226.

CANDYFLOSS
I find reading many American magazines (not just aviation ones) to be a bit like eating candyfloss; all big and luscious and tempting, but without any substance. No, they don't stick to your teeth, but you seem to get a flashy front cover, lots of beautiful photographs, loads of pages.... which read like a continuous uncritical advertisement for new products. A happy exception to this is Kitplanes. Despite the name, they report on plans-built aircraft as well, including some useful Air Camper articles in the past. Their main advantage is their in-depth coverage of technical subjects, including aerodynamics, and the nitty-gritty of building. Difficult to find at newsagents in the UK, but they always have a stand at Cranfield, or catch them at home: Kitplanes, Subscription Division, PO Box 420234, Palm Coast, FL 32142-0234, USA. My 24 month subscription cost $27 at Cranfield '95, and I'll certainly be renewing this year.

BUILDER NEWS
Chris & Fran Barley are up to rib no 13, having finished the fuselage & empennage. Their spar material is on order from Wicks, together with Keith Matcham's, and they should have had delivery by the time you read this. Their O-200 is undergoing a professional overhaul, coming from a Rallye Club that had been written off by cattle (shouldn't give 'em licences, if you ask me).

An interesting letter from Randall Beynon:
Thank you, I enjoyed your newsletter, it was informative and entertaining. With respect to the contents of future newsletters, the idea in dealing with each section of the aircraft in detail to build up a builders' manual similar to the Pazmany is excellent, but why not encourage builders who have access to camcorders to video the different assemblies with close ups of parts of special interest, then possibly add it to G-BUCO's video.

The article about the engines was very interesting. My own view is that the Air Camper is a twenties aircraft and any modifications must be sympathetic in maintaining the twenties image whenever possible. However a modern four stroke engine 80-100 HP that will not break the bank is urgently required (I think this is required in general). The more builders that opt for the same power unit the cheaper and more reliable it will become.
I hope that there will be in the future at Cranfield (or wherever the PFA Rally is held) a formal/informal meeting of Happy (Air) Campers, preferably within elbow distance of a bar.

My Background.
My interest in aviation started with a 15/- flight in a Dragon Rapide at RNAS Bawdy (HMS Goldcrest) in 1964, it also lit the fire about women (the pilot was a vivacious blonde). Seeing Naval and Air Force aircraft side by side there was no question where my future lay, a woman in every port and work on the best looking aircraft flying at the time - Join the Fleet Air Arm.
After initial training at Plymouth where I learnt to tie knots and differentiate between the sharp and blunt end of a ship or a boat and that rum was a god given drink to British matelots, I ended up at RNAS Arbroath (HMS Condor) the Royal Navy's School of Aircraft Engineering. Here during the summer I learnt to be an Airframe/Engine mechanic. Discipline was slack and the summer days long with a pub for every week of the year in the town of Arbroath - life was perfect. Here I encountered aircraft like the Seahawk, Gannet and Sea Vixen to train on with the odd collectable lurking round the corner (Walrus).
After training, RNAS Lossiemouth (HMS Fulmar) beckoned with its variety of aircraft. Commissions on HMS's Eagle and Ark Royal working on the magnificent Buccaneer followed, intermingled with land based postings working on a wide variety of aircraft throughout the UK. After 15 years enough was enough . Naval aircraft now only took off and land landed straight up and down, I left with no bad memories only ones I could not tell the wife and went back to Arbroath, to live this time. I now became a subsea installation engineer (don't ask how) installing subsea wellheads and oil and gas production systems (without getting wet). After 3 years the yearning to play with flying machines was still there, and a local business man was looking for volunteers to restore an Avro Anson and look after one that was flying (WD 413). I worked on this project for 9 years with two other engineers, I had to re-locate to Aberdeen due to work and this episode came to an end, the project is still ongoing.
However during that period I had visited Cranfield and parted with £9 (I think) and joined the PFA, the dreams of owning my own aircraft were beginning to materialise, with the ultimate machine being the Isaac's Fury. The plans were bought and read - it soon dawned on me that this was not really for the beginner. My boss had by this time cultivated a yearning to fly and persuaded me that Microlights were the way forward i.e. cheap and cheerful, (he is an Aberdonian after all) this turned out to be a mistake for me, there is absolutely nothing wrong with microlighting, it's just not my taste. I had bought my own machine G-MNRK a Raven Dual Hornet side by side flexwing. After a few white knuckle rides it now languishes in the garage (and after repairs will be sold to finance the Air Camper's engine).
In time the Grampian Microlight Flying Club found itself with no inspector, my boss had become chairman of the club and thought it would be a 'good idea' if I became one (it's at this time of the year that salaries are reviewed and the permit for his Shadow was due for a renewal). A phone call to Peter Lovegrove the Chief Inspector brought by return an application form as I was perfectly suited. From here I became Senior Inspector I could now sign off Microlight Homebuilds.
After an abortive attempt at building an MW6 my PFA membership lapsed and I never renewed. Two or three years passed and one of the guys in the club bought a Challenger kit. Nice I thought and thereby rekindled that dream in me. While visiting him I picked up his Popular Flying with a resplendent G-BUCO on its from cover - this was for me, and the PFA had changed dramatically to the better under the guidance of Peter Underhill.
And hereby is the start of
THE BEYNON MILLENNIUM PROJECT - Aircraft and Licence.
I convinced the Mem'Sahib that all else had been a part of my mid-life crisis and this was the real thing. I purchased the Air Camper plans in Nov 95 and March/April 97 will see the first purchase of timber from S & S. Preparation of a workroom and having access to the correct tools is essential as making do can be an expensive disaster (from experience). I plan to do the clean work in the spare bedroom with the garage as the workshop=2E Unfortunately living directly (literally) next to the North Sea this garage in winter is probably more akin to a hut in the Gulag Archipelago so work in there is restricted to summer.

The majority of the metalwork i.e. flat plate I will manufacture myself with the more difficult parts purchased from Paul Prince.

The power unit will hopefully be an O-200 but the BMW R100 is becoming a strong contender, the firewall forward will be filled on an opportunity basis (don't leave your motorbikes lying around). As a matter of interest fellow BMAA Inspector Hugh Lorimer has recently designed and built (via the BMAA) a two-seat fully enclosed canard the Iolair, this is powered by a BMW flat twin. This aircraft is due to fly in 1997 and is absolutely magnificent. Hugh also manufactured the propellor for it, he is only too glad to talk about the project including the engine conversion. And that is myself.

I hope this was not too long winded but you did ask.

Best regards,
Randall

P.S. No goldfish but 3 Parrots, 3 Cockatiels, 2 Dogs, 1 Wife (Bless Her). She's going to kill you, Randall.

ROBIN BILLINGTON
mentions that the registration of his project comes from the names of the builders. The gang of four are: G - Robin Billington, Alan Burton, Grahame Smith, Stuart Leonard. Having gone power-mad and opted for a C90 or O-200 they are selling their A65: A65-8-F, 124 hrs STOH, 261 hrs SMOH. Phone Stuart Leonard Hm 01905 756755, Wk 01235 515756. Robin also reminds me that the Crankshaft AD no longer applies to Continentals.

PAUL CHILDS
owns G-BMDE, originally built by Dave Silsbury, in addition to an ARV Super 2. As he's still working towards his licence he's only been able to do loads of high-speed taxis by himself so far, and seems slightly surprised to have all his fillings intact. Takeoffs with instructor from a model flying field have apparently involved a shorter takeoff run than some of the models (quarter scale Beardmore Inflexibles perhaps?). Paul is a restorer, currently working on a Bucker Jungmann, but has found time to add his own dual throttle setup and windscreen (how about some drawings, Paul?) to 'DE, as well as an Alan James prop.

Peter Cooke writes:
Reference Pietenpol Questionnaire: Peter Cooke, Self Employed Motor Vehicle Technician (31 years experience). PPL 5 years 100+ hours but no tailwheel experience yet, but I hope to convert in the summer. I am building my Aircamper in a single garage which I had to extend by 4 feet when I discovered that I could not shut the door with the empennage fitted.
I am using modified Maule brake/rudder pedals with MATCO 600 x 6 wheels with hydraulic disc brakes off a Murphy Rebel (bought at the Cranfield PFA Fleamarket). I found no problem fitting the drag wires in the wing as they were made up and bolted to the spars prior to covering the leading edge. This helped to stiffen the wing and align the spars.
I will probably be using either BMW or Moto Guzzi motorcycle engine of 80/85 HP with a Rotax C type gearbox. I have completed one wing less leading edge, the other wing I am leaving in component form to save space.
As soon as I remove the wing from its assembly jig I will build a jig and construct the undercarriage directly on to the fuselage to ensure wheel alignment is correct and that everything moves freely. I will probably be using Silicon Rubber discs instead of springs (subject to approval) which, with the 600 x 6 tyres should make for softer landings.
I chose the Air Camper because I am 6 feet 3 inches tall, 15 stone and hard up. I have a mortgage, 3 teenage children, 1 Labrador, 5 cats, 1 Royal Python, a pond full of Koi Carp and various other fishy things. Well, you did ask!
By building from plans I am able to work to a budget and try to break it all down into several smaller projects to keep the interest going. I have covered and doped all of the tail surfaces which have been packed away for final assembly in a year or so. All the other plans built aircraft I looked at that were supposedly two seaters would barely carry me and full fuel, let alone a passenger. The Air Camper is a good load carrier and will accommodate my long legs but I doubt I will ever get in the front cockpit. I look forward to Air Camper 'Appenings in the hope to hear from other builders in my area. Good luck with the newsletter.
Best wishes,
Peter Cooke.

Joe Cronk has also had a visit from the Traditional Woodworker photographers (has ANYONE seen this yet? I want to read it!). He's had to rebuild the fin and one elevator from scratch after losing them from the trailer on the way home from Cranfield last year. Piet parts are strong, but be warned, flying under juggernauts will exceed the load limits. Mary, ever sympathetic, says he never did know how to tie knots. Engine time approaches and Joe is looking at a Subaru conversion.

Hal Danby is an inventor of medical equipment. He's been flying since 1970, and also raced cars for 36 years. He owns a Cessna 182 Turbo, and looks forward to showing everyone his Piet project at home on April 16.

Danilo De-Maria is making steady progress in Switzerland. The authorities there were unimpressed by the number of Air Campers that have been puttering happily around the skies all over the world since 1929, and demanded a stress analysis. Jim Wills kindly provided figures for the wing (he'd had his three piece modification analysed at considerable cost when originally designing it). The fuselage was done with the help of a Swiss engineer, and pointed up the fact that the rear cockpit position is not as strong as the rest of the airframe. This was corrected with an additional brace on the cockpit floor. Look at the bottom view of the fuselage and you will see three diagonal braces, coming forward from the tail. Danilo's fuselage has an additional brace in the next compartment, between the crossbars of the rear seat. It's worth noting that the design has never suffered any problems in this area. The Buckeye Pietenpol Association claim (I don't know how accurately) that no Air Camper built to the plans and properly maintained has ever suffered an accident due to structural failure (I'd like to think that this applied to any design, but perhaps I'm being naive).
Danilo also included some tips of his published in the EAA magazine, Sport Aviation. Unfortunately the pictures won't reproduce well enough, and anyway I don't have EAA's permission, but here are some of his ideas:
1. If you are trying to use a G clamp in a confined space, replacing the tommy bar with a nut welded on the shaft will enable you to tighten the clamp with a socket or spanner.
2. For accurately drilling spars, Danilo welded a plate to the bottom of a replacement pillar for his drill press. This assembly can then be clamped to the workbench and the spars drilled as they sit securely on the bench rather than wobbling around on the drill's platen with the other end mounted precariously on an old drum and a pile of wood blocks. If your drill is bench mounted, you may be able to simply rotate it 180 degrees on the pillar and clamp the base to the bench.
If you have a subscription to Sport Aviation, see the August '96 edition.
Danilo's Air Camper is now on its wheels, and two other Swiss builders, Ettore Kamm and Saverio I-don't-know-his-surname are also making progress.
Incidentally, did you know that microlights are banned in Switzerland? Completely. No particularly unreasonable requirements, just totally banned, thanks to pressure from environmental groups. Worth remembering the next time some apparently absurd piece of legislation gets proposed over here. You might also reflect when you're considering your aeroplane's exhaust system that the main objection was concerning noise.
Another thought concerning strengthening the airframe: If the structure is adequately designed for a particular load, strengthening one part of it won't increase the stress the whole structure can bear. In fact by increasing the weight of the structure, you are actually reducing the useful load - effectively, you've made it weaker! There's no free lunch, is there?

Mark Elliot is in the final stages of a Taylor Mono project, but has been casting envious eyes at the extra seating capacity and endurance of the Pietenpol. He's started on the tail feathers, and plans to sell the completed Mono to finance a steel tube fuselage from Paul Prince.

Peter Ganczakowski is making good progress with repairs to G-BRXY after its Cranfield upset. Incorporation of a number of mods mentioned in the last issue has taken time, but he hopes to be flying about when you read this. He's been keeping his hand in flying Tiger Moths at Cambridge.

Bruce Grant plans to start construction this year. He chose the design because of the wooden construction, 2 seats and low cost, and also likes the vintage look and detachable wings. Part of the finance will come from pruning a motorcycle collection (surprising how many of us are into bikes), which will also have to go towards obtaining a PPL. There are plans to fly it to Dierre/Amboise aeroport in the Val de Loire (sounds interesting Bruce, how about telling us more?). Bruce would like details of the trailing edge cut-out for better visibility. Can anyone help?

David Hanchet is ready to cover, at last contact he was waiting for the weather to do it outside. The Salmson radial is suffering from all sorts of parts unavailability problems, so he's eyeing an O-200, at least temporarily. Streamline tube recently arrived from Wag-Aero, with the help of a friend in the airlines, and David included a copy of his letter asking for an "End User Certificate":

Write or phone your local Customs & Excise (or VAT) office and ask them to send you a copy of Notice 770 It's free). This will tell you the very simple information they require in a letter to them asking for a certificate. Quoting the number of the certificate they issue to you will enable you to avoid paying import duty (I think it's about 8%) on goods imported from the US. Sadly, this doesn't include the VAT, but it's still worth having; and yes, you are perfectly entitled to the certificate as a homebuilder.

Keith Hodge is beavering away with his BMW conversion (see elsewhere), and currently has the starboard wing, fuselage and tail assembly ready for covering. Port wing is ready for assembly. He has made all the metalwork, which is currently at the platers.

Paul Howse hasn't started construction yet, he's taken the last three years building a machine to manufacture bronze nuggets (???). Paul is a sculptor who lives on a 38 foot Loch Fyne Skiff moored at Falmouth (1 cat, no goldfish, but I suppose they're a bit pointless when the things are swimming all round your home). "Fell in love with the Pietenpol, had to be wood, nostalgic and a sculpture with wings and wire wheels, low and slow". He's planning to use Paul Prince metalwork, and likes the idea of the Zoche diesel (inverted V twin 2 stroke, 121 lbs, 70 HP). "Run on red diesel. Why pay tax on fuel?". Erm, does anyone know if that's legal for aeroplanes? Seems too good to be true. I wonder what the Zoche is going to cost?

Alan James has completed some mods to G-BUCO, and should be flying by now=2E First run with his new Swiss silencer setup reveals a loss of just 75 static rpm (about 3% of power output). The decibel reduction is "amazing", with the loudest noise on tickover the click of the magneto impulse units. Previously he was going deaf after a 1/2 hour flight (Have you ever flown in his front cockpit? God knows what your hearing must be like. I SAID, HAVE YOU EVER...). The silencer weighs 5 lbs, but he doesn't have a figure for the additional exhaust pipe length. Another mod is to replace the original flat nose with one shaped like the radiator on a Bullnosed Morris (semicircular viewed from the top, square from the side). The previous nose was made from wood, glassed over, to get the aircraft flying. It weighs 4 1/2 lb, 2 lb more than its replacement. It will be interesting to see if the loss of performance from the silenced engine is more than offset by the improved airflow round the nose.
With the aileron quick-connect mechanism and some experience, it now takes about 40 minutes to rig the machine for flight, plus however long it takes to chat to visitors. At the invitation of his strip owner, Alan has built himself a T Hangar at Thatcham. The owner was so taken with the result that he's offered to waive strip charges if Alan supervises construction of an identical unit for his own aircraft! Final comment from Alan is that his flying has changed dramatically since he built G-BUCO. It's become an ever-open invitation to people and places. STOP PRESS! G-BUCO flies again! Climb rate is slightly impaired (no figures); cruise increased by approx 4 knots at same rpm. Everything fine and the silence is delightful.

Tony Jarvis is 55, overweight, underpaid, overworked and underresourced (well, he said it first). Having sold his Avid Flyer, he wanted "A big model aircraft, to take me back to my childhood!" I don't know how far his construction has progressed - any news, Tony?

Peter Knowles wrote all the way from Australia: Many thanks for including me in the initial issue of "Air Camper 'Appenings". The title sounds good to me. Please find enclosed a bank cheque for five pounds for four further issues.
My Pietenpol is progressing very satisfactorily and would be about 80% complete. The construction of the fuselage is finished, and is ready to cover. The empennage is the same as is the centre section (three piece wing)=2E It is standing on its main wheels, the rear cockpit instrument panel is almost finished. All the steel parts are finished and the torque tube, sticks and pulleys are in.
I am using Jim Will's aileron system and the Cub undercarriage, with Azusa 600 x 4 wheels, and mechanical brakes. I would like to use differential braking for steering, and thus I would appreciate information on Hal Danby's system. Would it be possible to give me his address or better still ask him to contact me, which would save some time. I will, of course, be happy to pay any fees or expenses involved.
Like most other Piet builders, I started out with the intention of building a "pure" aeroplane, using the ubiquitous Model A but reading between the American line, so to speak, came to the conclusion that performance in that configuration is marginal, and I am not convinced either about the reliability factor. As you would probably appreciate the climatic conditions in Australia are such that a bit more horsepower is not only comforting, it is essential on 35 degree C days. We may have lots of flat areas but we also have a lot of hills and trees! All of this is leading me to the fact that I have now decided, and am committed to using the Subaru EA81 engine. A, because I have one which is to all intents and purposes brand new, and B, whilst I have three Model A's, two of which have cracked blocks anyway, it will cost me about A$5000 to overhaul one, which as I say will only give me marginal performance. The Subaru, which is a beautiful little engine, develops 85 HP at 4800 rpm, and mine is fitted with a 2.6:1 belt driven reduction gear. I have yet to work out a revised position for it in order to give me the right CG. The Ford weighs 244 lbs+ whilst the Subaru will weigh 170 complete with starter, alternator and radiator.
Problems. (Various empennage notes that I have included in the tailplane sheet) Modifications. Apart from the engine and Jim Wills aileron disconnect, I have incorporated pulleys for the elevator cables at the base of the rear seat. It is an Australian airworthiness requirement that any control cable that changes direction must do so via a pulley. The hole through the rear seat as shown on the drawings is not acceptable.
My background? Served my apprenticeship with A V Roe Manchester, on Manchester and Lancaster bombers, and Avro York and Tudor aircraft. Worked for BEA, now British Airways, for 15 years as a licensed aircraft maintenance engineer. Migrated to Australia in 1963 and worked for what was Trans Australia Airlines in Australia and New Guinea. Later worked for the Australian Civil Aviation Authority specialising in amateur built aeroplanes. Now retired and still specialising in amateur built aeroplanes, both my own and inspecting and approving other builders as a technical co-ordinator with the Sport Aircraft Association of Australia, the equivalent, though not necessarily the same, as the PFA. So there you have it. I hope it is of some interest to you and if any other builders in the UK wish to get in touch that's OK too, either E mail or snail mail.
Regards, and a Happy New Year.

Lea Valley Pietenpol Group: ("We Make Good Sawdust"). Hey, that's us! Snappy title, huh? The guilty party are Tim Sheridan, Dave Kirkwood, Trevor Dean, Roy Beach and me. Tim, Dave and I are the current builders (I'm just the sprog, having only joined the group at the start of this year, after an eighteen month long paperwork mess was sorted out). Trevor and Roy have put in a large part of the effort in the past, but circumstances change in such a long project. We are holed up in a large garage in Waltham Cross, very generously loaned by Mike Gaffney, co-ordinator of the Lea Valley Strut. The garage is shared with his Slingsby Motor Tutor, "Noddy", a spare A65 (for sale, if you're interested), lots of garden tools, a couple of fridges, two large, friendly dogs, and various other bits, but we all seem to get along. The fuselage is built, all the tailplane, one wing virtually complete, the other in the middle of having a wing-tip bow and various aileron thingies fitted. I'm rather proud of my tip bow jig, but as everything is still clamped up right now I'll have to wait to see if it's going to fit.

John Maddocks says: Thank you for the copy of the new newsletter. It was very good indeed and I'm sure it will fill a need in future as more & more people build the Pietenpol. My own craft is at the stage you have already reported and now needs ply for floor and sides. I cut the first wood in Sept 1995. I say cut as I elected to convert all wood from planks of 6" x 3" section. I already had Woodworker with sawbench & planer facility. It has certainly been cost effective as I anticipate total spruce cost to amount to approx £420 inc VAT. I also hope to make most of the metalwork - not the welding, however. This project is subject to a severe budget although I have the good fortune in having a nephew and niece involved which helps with motivation and cost. My flying experience in Pietenpols is nil as is my experience with light aircraft. My nephew is almost at his PPL so I will have a chauffeur. Engine. I was told that to build a Pietenpol was just like building a model aircraft - so where do I buy a sufficiently strong elastic? Seriously we have not really considered anything other than a C90. Your list of alternatives will be worth watching in the future. The BMW route looks interesting - and cheap. Why did I decide to build an aeroplane? It seemed a good idea at the time (and still does fortunately) and was a change from rusty cars. And why a Pietenpol? Well I like old cars and old boats so why not an old aircraft=2E A picture in Flyer magazine that I picked up as a change from other magazines over two years ago had a picture of a Pietenpol and the seed germinated from there. My best wishes for the newsletter and thanks for taking up the challenge. I hope you get the support needed and I will write whenever I have anything to contribute. Happy New Year.

Thanks John. Regarding engines, I think you may be a bit out of date with thoughts of elastic. A big model equivalent today would have a 30,000 rpm single cylinder semi-diesel up front, running on a nitro-methane mixture. Should go like stink, if only you could stop your eyeballs vibrating. I seem to remember reading somewhere about an American plan to actually put an elastic band motor in a full size aeroplane as an Oshkosh stunt. I don't know whether it ever flew. Those crazy Colonials...

Arthur Mason sent a chatty letter: Happy New Year; liked the newsletter, filled in the form, counted the goldfish, & put the cat out. Felt the form may need a little translating, as I started rambling on a bit; then I thought, I had to sort out the address/telephone number part, so you sort out the rest!!! Why did I choose a 67 year old design? In July '76 (Bi-centennial year) I spotted a beautiful blue/silver aeroplane in the back of a hangar at Cincinnati (Lunken) Airport. Being interested in old aeroplanes, I didn't know what this NX18224 was, though the cockpit plate read "Pietenpol LS-10" (I subsequently assume "LS" to be "Lycoming Special" & possibly 100 HP?)=2E Anyway, having never heard of a Pietenpol, I found out more, & discovered plans were available. Having always wanted to build an aeroplane, I decided this was going to be the type!
I was amazed to find on my return to England that not just one, but two projects were already underway in England (Jim W's was one of them). The other, started by a syndicate near Leighton Buzzard, down the road from me, had "stood idle" for 5 years after the initial construction of a basic fuselage, fin, rudder and 1/2 dozen ribs. And that was how G-ADRA began, I purchased it & a load of timber, steel, Corvair engines, etc., etc. and immediately registered it in person at CAA, Kingsway House with the period registration (a little loophole which was immediately closed up!!). I didn't know it would be another 16 years before it flew, but then I didn't know about various non-predictable events in my life which would also slow up the planned progress of the aircraft.
G-ADRA, with a Continental A65, flew for the first time on New Year's Eve '94, in the capable hands of Alan James! I had just an SLMG licence at the time, & wishing to avoid Cessnas, Warriors etc., converted in the Pietenpol with a hard-bitten taildragger instructor ("the Demon Instructor from Hell!!"). Between us we gave it a lot of "undeserved knocks" from which it has shone through extremely well, and having flown it myself now for 150+ hours, it now flies a lot more gracefully with the experience gained!
I am now restoring Luton Minor G-AFIR, which I think will be the oldest flyable homebuilt in GB when complete. During my time at the airfield where I learnt to fly (Hinton), I spent a lot of time helping repair/service gliders/motor gliders & set up a "little business" with one of the instructors which continues to earn me "a little extra pocket money"! (I'm currently re-covering a pair of Ka-13 glider wings in my garage/workshop, & have a complete Falke to strip & re-fabric when I get the time, up at the airfield, + a pair of Terrier wings.
Anyway, I'm rambling away, the whisky (for my cold!) is having an effect!! Always willing to help in any way I can, providing I get a little notice if poss; would be pleased to help in running a "new club" with a sense of purpose. Will write more when I feel more sensible (when this cold finally goes!).
All the best,
P.S. The local pub at the airfield had an auction in aid of a local cancer hospice on Xmas eve & asked if I could help. They raised £1450 (inclusive of £150 carol singing), of which my "30 mins ride in an open-cockpit vintage aeroplane" raised £45! Oh, & "Traditional Woodworker" came up to Hinton & took hundreds of pictures of G-ADRA on a freezing cold, foggy, windy, rainy day for this Gt Ormond St thing (for which I've said I'm more than glad to help out, & will eventually donate some items towards the build of G-GOSH.
I've been involved, mostly through the Vintage Aircraft Club, in organising "gatherings" on small airfields, farmers' fields etc. The locals love it, but it always only takes one who doesn't to mess it up! Having a raffle, or proceeds from a BBQ, at these events donated to the "local village hall" is always a good thing (& gets Pietenpols in the local newspapers!!). I mention this because you don't have to have a busy airfield to promote Pietenpols!! The fun (to me) is flying them from grass fields as they would have been in the '20s - and even radios aren't necessary! Complete freedom!! I know a couple or so good sites, if interested!!

Arthur passed on a few technical details on his aeroplane. It weighs 660 lb empty, with a three piece wing and A65 engine. He used wing fittings from the Grega Air Camper design, but thinks these were a big mistake, being unnecessarily complicated. With the A65 he has a gross weight of 1080 lb, and cruises at 60 knots at 1950-2000 rpm.
He also gave me details of a couple of "Unpietenpols", aircraft plagiarising Bernie Pietenpol's design to a greater or lesser extent (I know of about 5). No space this time, but they are a fascinating sideline that I'll include in a future issue.

Keith Matcham:
I spent nearly two years trying to decide what aircraft to build using the criteria of two seats, open cockpit, biplane and vintage looks. And of course it had to be affordable. I couldn't find a biplane design that fitted the bill so I widened the search. That gave me a lot more choice but I kept coming back to the Aircamper so eventually I took the plunge. Now of course I wish I hadn't wasted so much time! I cut the first piece of timber in September 1996 and have now completed the wing ribs, spars and all the tail surfaces, I will probably start on the fuselage next. I'm planning to put off finishing the wings for a while for two reasons, firstly storage space and secondly because I'm planning to change the wingtip design (to make them rounded rather than square) so I'll have to get a mod approved by the PFA which may take a while. I'd like to build in some dihedral as well but I suspect this wouldn't be so easy to get approved. I also plan to use large wheels and to change the fuselage cross-section (again to make it more rounded) - this last shouldn't prove quite so difficult as it will be purely cosmetic. The shape may also be influenced by the choice of engine which is not yet certain. I've nothing against the C90 - I fly behind one regularly - but I've always thought the Aircamper would look nice with an in-line four or a radial. Radials of course are scarce and inline fours seem to be too big or too small. Any good ideas gratefully received (from the conversations I've had with others on this topic it would probably merit a separate newsletter!). All my metal work is coming from Paul Prince and he will also be modifying the undercarriage to take the larger wheels. Alan James kindly gave me details of the wheels he used so the current plan is to use the same hubs and rebuild the wheels to have alloy rims. I'll probably set up independent heel brakes in the rear cockpit only. If I use an engine other than the C90 Paul will also be modifying the engine mount. I haven't had many problems so far, partly because I haven't got very far but also because I live fairly close to Joe Cronk. Joe's airframe is complete and uncovered and those of you who have seen it (the fuselage was at Cranfield last year) will know the quality of the workmanship. Plus he's solved all the mysteries buried in the plans so when I don't understand something all I have to do is call him. This is a good opportunity to publicly thank Joe for all his help. I'm looking forward to seeing his aircraft flying.
One thing that does concern me is the recent decision by the PFA to charge £15 per modification application. I have been told (by Francis Donaldson) that mods are approved by aircraft not by type so if ten of us all want to use the same mod we each have to pay £15 even though we could be using photocopies of the first application and just changing the name and registration. Does this sound fair to you? (The BMAA approve mods for a type then anyone else can install the same mod.) Plus, do I need to get a mod approved for the brake setup, the harness installation, the pitot static installation and all the other things that aren't on the plans? Apart from the cost this is going to take a lot of time! If you're coming to the Sywell meeting in July I'd be interested in your opinions.
And finally, If anyone needs spar booms, leading edge and trailing edge material I've got a spare set. Getting spruce has probably been my biggest problem to date so I've had orders in three places at once and having waited for months ended up with two sets. A word of warning, the Buckeye Pietenpol Association (on the Internet) had a recommendation for Western Aircraft Supplies in Calgary. I got some spruce from them and two of the spar booms were no good (one had a large knot in the middle, one was split)
The proprietor promised he'd send me some shorter lengths to scarf in - they never arrived. Maybe I was unlucky but it's an expensive gamble. They don't take credit cards and they want payment up front. I won't be using them again.

From BILL MOGG:
I gained my PPL some twelve years ago but found I was one of those who could only find the time (and money) to do the minimum five hours a year to keep up my licence. However, I decided to go for semi-retirement a couple of years ago and thought of looking for a cheap plane to buy as I now had the time to indulge myself. After looking round locally and also considering going down the microlight road (which isn't so cheap) I thought about kit building which would also give me an interesting challenge. After talking to a number of people (or I should say victims) that had started on projects of their own I was surprised to find how many had regretted taking this step. It seems that most builders couldn't get the cost down to anything like what they had been led to expect.
I joined the PFA in spring of 95 and when I read through my first copy of the PFA mag I spotted an advert for the Pietenpol Air Camper (what the hell's one of them I thought) and was very surprised to see that the business advertising it is based in my home town of Grimsby. I decided to go along to take a look if only to find what this foreign sounding thing was. Thus I met Paul Prince of Aviation Metalcraft for the first time and the rest as they say is history.
I cut my first piece of timber back in October 95 having decided to do the tail feathers first. Before I could make anything though, I had to build a workshop. I decided the best way to achieve this would be to extend the garage. I decided to extend in wood rather than brick as it was much cheaper, much quicker to put together and has better heat retention when insulated. I lined the ceiling with 2" thick polystyrene and the walls with 1" polystyrene. All I needed to do now was knock out the garage end wall and I've got a brand new workshop measuring 20' x 10' that cost less than £400 and took less than a week to build; an added bonus is that the workshop becomes the hangar when the plane is built and wifey can still put her car in the garage. As I said I started with the tail feathers first and found no major problems here except that if I were to do it again I would definitely fit the hinges to the spars of the rudder, fin, stabiliser and elevators before gluing them together as many will have found (myself included) that it is nigh-on impossible to get to them later. As for the ungussetted parts I simply extended the corner gussets so as to accommodate them.
After finishing the tail feathers I decided to do the wings. I made my first rib on the 2nd Jan 96 and finished the last one just a month later on the 2nd Feb. By the end of the month I had made all four spars, I then decided to make the wing centre section before carrying on with the wings as it made sense to have some sort of common datum to work from when it came to putting the wings together. If there's one place that the plans need sorting out it is here, it took me the best part of two months to do what should not have taken more than a couple of weeks. In one form or another there are four different drawings of the centre section, trouble is they are all in plan view with no information on side elevations. Fortunately thirty years in the construction industry has taught me how to decipher bad drawings but if they are still giving me "ag" what chance do others have that are reading plans probably for the first time.
As I write I am just in the process of re-arranging the workshop in order to start on the fuselage having just completed the second wing ready for skinning. I now have one wing, the centre section and tail feathers signed off. As for the choice of engine I rather fancy the Subaru, but more of that later. I'm sorry I can't furnish you with accurate figures on the number of goldfish I have as they seem to have taken refuge under the ice but I've spotted a mirror carp and two Japanese Koi if that helps. Happy building.

Len Nash says: In reply to the questionnaire. Firstly, G-BUZO is not my aircraft. The licence to build and sole ownership is Dave Jones' s. I became involved when Dave was totally stumped by the plans. As I have a technical background including some time spent working for PPS at Booker, I sort of volunteered to help purely for the enjoyment of building (yes, really!). Dave (known as M.D. or Mad Dave), had never even set foot in any aircraft prior to start building BUZO, now he is fast approaching his PPL. We have been building for nearly four years in a workshop on a farm at Eton Wick and have virtually finished all of the woodwork. We now have the joys of undercarriage building before us. As regards mods, we've done the fairly standard one of using the centre-section fuel tank area for storage as well as making a number of strategically placed inspection openings at the tail and bellcrank. We have more or less copied Alan's throttle and trim levers (See Jim's Newsletter No. 23). I've just been mildly alarmed at the mod. discussed in the newsletter re. drag wire attachments as we are in the middle of putting the ply on the leading edges! Bugger! The main problems we have come across, apart from our own misreading of plans, have been the usual ones that everyone else seems to have met. Good advice and communication with other builders has been our main solution! We don't have an engine yet but will probably go down the C90 / O-200 route. However, we do have a magnificent AJ prop! Finally, I have 3 cats, 2 horses and a female duck called Edward.
Keep up the good work.
Best regards.

Len, thanks for your letter. This is a plea for everyone: Concerning the "usual problems that everyone else seems to have met", please, please, send me details, plus any solutions. These things tend to fade into insignificance once you've overcome them, but by getting them down on paper we can help a new, perhaps inexperienced builder, currently staring dumbly at an apparently overwhelming problem.

Paul Nettleingham is in the last stages of finishing a purpose-built workshop, and should be building soon. He chose the Pietenpol because of its association with the early years of true flying. Concerning my comments above, it's worth noting that he says "Being a mere novice, I just need things clear and precise".

Next is John Orchard:
Thank you for my copy of Newsletter No.1. I was surprised to receive it, but very pleasantly, and I well look forward to receiving further issues.
Here are few notes on my Air Camper project, G-BVYY.
I have been interested in aircraft since I was a lad, and have built a great number of lying models over the years. About four years ago I went to the USA with a pilot friend who was hour-building for her commercial licence. We spent eight hours a day, and sometimes a few at night as well, flying all over the Southern States in a Cessna 150, and during this time I learnt the basics of flying.
Upon returning home, and reflecting that these weeks had probably been the most enjoyable of my life, I decided that I would now do the job properly, and joined a flying club. Six months later I was the very proud possessor of a Class A PPL, and decided that it was now time to do something about owning my own aircraft. I have always had a great love of vintage aircraft, but unfortunately my piggy-bank wasn't fat enough to accommodate this, & so I decided to build something of that ilk for myself. After a fair amount of correspondence with the PFA, I finally decided that the Air Camper would do very nicely.
That was about three years ago, and now I have a full aircraft skeleton, all signed off, and not leaving me enough room in my garage to swing a mouse. The weather is rather cold at the moment for the covering process, and so I am doing all the "little" jobs necessary prior to covering, which so far have taken me about forty hours! I must say that I found the plans to be well drawn and easy to work from in respect of the main structure, although there are many areas which give scope to use your imagination (as long as your inspector is in agreement).
TAILPLANE See the separate sheet.
ENGINE I have purchased a Continental PC60, which is the GPU version of the C90. This engine requires a certain amount of conversion before it can be used in an aircraft. These modifications involve the oilways, prop-driver, induction system and engine mounting points. They are all well documented, and I am lucky to be in contact with a fellow builder who has been using one of these engines in his "Tail Wind" for many years.
METALWORK Apart from the engine mount which I have decided to purchase from Paul Prince, I have fabricated all the metalwork myself. This has been made easier by my friends and fellow builders, Alan Burton and Graham Smith, who allow me to use their machine shop for this purpose (It's amazing the difference a lathe, milling machine and jig-borer can make!). We also decided to have our own welder authorised, which has proved to be very convenient indeed. MODIFICATIONS The standard one first. Yes, that's it, the turtle deck (and No, I don't know how it got its name) raised a few inches in order to provide some support for my shoulders.
Rather more adventurous is the undercarriage. To my eyes the Cub type just does not look "right". Not surprising really, as it belongs to a different era to the rest of the airframe. The wooden undercarriage on the other hand looks the part, but suffers from a distinct lack of brakes, rendering the aircraft completely devoid of any ground handling qualities whatsoever. To remedy this state of affairs, I devised an arrangement for the axle tube and wooden legs to incorporate a mounting for disc brakes. PFA Engineering approved my drawings, subject to flight testing, but as they so rightly say, "the proof of the pudding is in the eating". I have used wheel hubs from a Kawasaki 550cc motorcycle (Which model, John?). They are a disc brake type hub with heavy-duty spoke mounting flanges, which take butted spokes with size WM3 x 18" steel rims. Each wheel weighs 9 lbs. The bearings were removed from the hubs, which were then bored out and phosphor bronze bushed to fit the axle tube. The discs were from a Yamaha FS1E moped, and required the centre hole enlarging, and new mounting holes drilled and milled to match the hubs. The blades of the discs were then fully drilled for lightness. The brake calipers themselves were from a Yamaha FS75, and are more than up to the job. In total, both wheels, tyres, discs and calipers, weigh in at around 35 lbs.
PROBLEMS Too numerous to mention them all, but by far the most perplexing has been cable tension for the control surface operating cables. With the original aileron horns, and the subsequently modified versions, if the cable tension was set at neutral position, by the time full travel was reached in either direction, the cable not under tension would sag about 5" at the mid point. All the dimensions for the horns and connect levers were equal and correct. The only cure that I could find was to bring the cable attachment points on the aileron horns forwards, in front of the hinge line. This involved much trial and error before the correct dimensions were determined. However, the cable tension is now constant for all control surfaces. This problem repeated itself on the cables from the control stick to the bellcrank assembly, and once again was dealt with in a similar manner.
Well, that's all I can think of at the moment. Hope it will be of help.
Yours sincerely.
N.B. Almost forgot. Two goldfish and a cat.

Lewis Pollock is overcoming the effects of a slipped disc (I know how you feel, Lewis). However, he is keen to get involved with the Piet and would appreciate contact with other builders.

Peter Quigley writes:
I have been producing parts since the middle of 1993; as I am travelling solo and still have to turn up for work each day progress has been slower than I would have liked. To date the tail unit has been completed and signed off, the wings have been partially signed off and are now well on the way. I completed the centre section first to enable me to check the wing joining alignments before finally gluing everything in place. Motive power will be provided by a Continental O-200 which is ready for installation at the first opportunity. You asked about the difference between an O-200 and C90, not a lot. My own O-200 will operate without the starter motor and alternator, blanking plates being bolted on the appropriate places=2E It then becomes a C90-14 but with 10 HP and 200 revs extra urge due to a larger carburettor. TAILPLANES See Tailplane Sheet.
WINGS Peter sent two Engineering Concessions for the wings that I will include in the next issue.

Andrew Rae has to finish his Slingsby T31 conversion first, so the Air Camper is still "at the fantasy stage just now". Plans include a C90, and Cub wheels and cowlings. The Pietenpol is the most flexible strip aircraft he has come across, if a little slow.

John Scott has been making "slow but hopefully satisfactory" progress for two years. He chose the Pietenpol for practicality and being even older than he is. He currently flies a VP1, and hopes for more of the same type of flying.

Dick Sharphouse was been banned from the workshop during the winter by his wife, but hopefully even North Yorkshire has warmed up enough by now. He's impressed with the drawings, but has devised his own aileron hinge setup, as he doesn't like the "Woolworths hinges" shown. The metalwork is all his own, apart from final welding, as was the case with the Luton Minor that he previously built. Construction is well advanced, with the structure complete and one wing and the tail covered.
He signs off "Not 80 'til next year".

From Paul Shenton: Together with my father, James W Shenton, we have been working slowly at the project for about two years. So far pretty much finished empennage and wing ribs, now finishing off centre section. Doing all metalwork where possible, only having bought rudder and elevator hinges off Paul Prince. We have been waiting for wing spruce for about 8 months, A S & S tell us it's all the Japs' fault! My father is a retired industrial engineer, with experience in the aircraft industry. I am in the Royal Air Force, presently an instructor pilot on the Tornado F3 conversion unit. During the summer I also display the Spitfire and Hurricane with the Battle of Britain Memorial Flight. Someone has to! Perhaps I should have spent more time practising my writing skills?
Why Air Camper? Well, it had to be two place non-composite/metal, that was suitable for a first project. Also the famous G-BUCO article in the PFA magazine.
Problems 1. Understanding the drawings! Lots of help from other builders and our inspector John Cook. 2. & 3. See Tailplane Sheet.
Planned Non structural changes. 1. Raise turtledeck 3". 2. Cut out trailing edge of centre section to improve pilot viz.
Engine BMW R1100?
Last count my dad has 30 goldfish.

Paul would like to see a complete listing of approved modifications & "design interpretations", also fuel tanks - all you need to know (Try Tony Bingelis' books "The Sportplane Builder" & "Sportplane Construction Techniques", also Jim's newsletter no. 18), details of cheap materials, swaps etc. and how about a homepage on the Internet? Phew.
I'll be happy to include ads. for anything you would like to buy, sell etc., and we may have a UK Pietenpol homepage soon - watch this space. An approved mods list is a great idea. If there are no objections from PFA Engineering (the details may be regarded as the applicants' copyright, for instance), I'll see what I can do.

Peter Slade's excuse for wanting an Air Camper was that "It seemed like a good idea at the time!" Time and money have conspired to halt progress at the moment, but he's still hopeful.

Andrew Stanley was contemplating purchasing Norman Thornber's ex Pete Dalby project (I once read that less than 50% of projects are completed by their original builder) but has now decided to start from scratch and take part in the PFA NVQ course (are any other builders thinking of this?).

Norman Thornber as you will have gathered from the above, has decided against going ahead with Pete Dalby's project, and he and his son are buying a flying aircraft instead.

Peter Tonks:
First some information about myself. I work as an aircraft engineer for Keenair at Liverpool Airport, I am also a PFA inspector.
Reasons for choosing the Air Camper as a project. Firstly I wanted to build a wood and fabric aircraft with two seats and safe handling, speed was not important. Progress so far. I have completed the tailplane, elevators, rudder and fin, and I have made three quarters of the wing ribs. I have made a full set of flying control hinges to the Alan James design. I have acquired a set of wheels, brakes and axles Cleveland Type 500 from a Piper Tomahawk, and hope to use these on the undercarriage. The engine I have obtained is an O-200 complete with accessories which has been fully inhibited.
My main cause for concern being six foot one inch and well built is the size of the cockpit and I'm interested to hear from fellow builders who may be considering alterations in this area. I am also hoping to fit toe brakes to the aircraft; does anybody have any information that may be of help?
The Air Camper being a vintage design has produced some excellent builds in the vintage style. I feel that Bernard the designer would have no objections to builders improving things with modern materials and making the build easier and less time-consuming.
Items worth considering for the future. Turtle decks, canopies and cabin heat, all food for thought.
Something that would be of help to all of us would be flight test information, stall speeds, VNE and handling at different weights; can anyone help?
Good luck for the future.

Thanks, Peter. Alan James has flown three different Air Campers, and has already offered to write about their similarities/differences for a future issue.

Dave Waters is 40 and has been flying for 9 years, having previously flown radio control helicopters. G-BWAT has been in progress since Feb '90 and is currently being painted, with first flight approaching rapidly. Engine is from a C90, and wheels from a Lambretta. Latest news is that the aircraft has been painted, but not yet rigged, with engine ground runs about to start. I hope the first flight goes well, David.

David Weeden writes:
I am a 37 year old sales engineer in the fastenings and plastics components industry. I joined the PFA after gaining my PPL with view to finding a cheaper way to fly and came across homebuilts. I prefer vintage types and when I saw the Air Camper immediately fell in love with it. I have had my project registered for a couple of years and have struggled to find I suitable inspector. This I have now done only to find there is a delay with the timber delivery!! As I have never built an aeroplane before, I have decided to start with the ribs which should not break the bank should major cock-ups occur. I am building in a single garage for now, as it is only 20' x 7'6" some problems will arise. I am looking to use either a C90 or an A65 unless something else crops up.

A few notes from David West:
I am 57 and an ex aeronautical engineer (apprenticed with AWA Coventry), but now a sales manager with Bass Breweries. In the past I built and flew scale radio controlled model aeroplanes (1/5 & 1/4 scale). Have held a PPL since 1993 and fly from Wellesbourne EGBW. I decided to build the Pietenpol Air Camper because of its vintage and also I wanted to scratch build.
The tailplane fin, rudder & elevators are finished & "passed off" having sorted all the snags (too many to list) and have drawn it all full size (No, please list them! It all helps!). Currently I am building the wing ribs.

Malcolm Whatley's aeroplane is nearly ready to fly. He is currently making the closeout strip for the wing join. Material is fibreglass, moulded from the wing to accommodate the undercamber, and fastening will be by velcro. The paint scheme is in Harrods' house colours of olive and ivory with gold trim. In case you think that Malcolm is getting above his station, I should mention that his day job involves flying the chairman round in a company jet in the same colour scheme. That is going to make a GREAT photo. Engine is a Continental, but I was still lost in a bizjet dream world and forgot to note whether a C90 or O-200. What Malcolm did mention, however, is that he's using an SU carb, as it costs £12 new, compared with £150 for a secondhand Marvel Schebler that still needed modifying. Let us know how the first flight goes, Malcolm.

And finally Robert White says he is not impressed with old age. His is 70, according to an interesting, though rather inaccurate, article about his project from what looks like Ford's house magazine. Apparently there are 18 Piets flying in the UK and it's made of birch. I'll trust their statement that Robert owns a Model A truck, since there's a picture of him next to it, but I wonder if he was really planning to use its engine in his Air Camper?

Well, that's about it for this time. I hope the next issue's a bit thinner as my typing finger is very sore. I'll be delighted to get all your contributions, but if you really want to help fellow builders, don't forget to send everything you know about wings. On disk would make my finger eternally grateful, but paper, papyrus or clay tablets are fine so long as they get here.

Oh yes, last bit. The newsletter is sent out at cost, so feel free if you want to copy it for friends etc., or use bits elsewhere. However, please note that although 'Appenings itself is not copyright, some of its accompanying documents (such as the Vintage News article) may well be. If you do quote me anywhere, an acknowledgement would be nice.

Right, that's really, really it.

'Bye,

Tony