Today's Message Index:
----------------------
1. 05:33 AM - Azusa drum brakes (Oscar Zuniga)
2. 08:48 AM - New books for Homebuilders (sonja.englert@juno.com)
3. 02:18 PM - Re: Azusa drum brakes (walter evans)
4. 02:48 PM - Re: Azusa drum brakes (Gary Gower)
5. 03:57 PM - Re: Azusa drum brakes (walter evans)
6. 04:30 PM - Re: Azusa drum brakes (Kip & Beth Gardner)
7. 04:36 PM - Re: Azusa drum brakes (Les Schubert)
8. 11:53 PM - Re: Wicker seats (clif)
Message 1
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| Subject: | Azusa drum brakes |
--> Pietenpol-List message posted by: "Oscar Zuniga" <taildrags@hotmail.com>
Brake-heads;
If you're even remotely thinking of using the Azusa drum-type brakes, do
yourself a favor and don't consider the 4" ones. They are strictly for
ultralight type vehicles. I have a set of them on my Flying Squirrel and
can tell you that while they are simple and inexpensive, the drums are very
thin material and hard to true up. Also, under hard braking they will
deform. Use the next size larger ones (I think they are 5") since the drums
are a bit heavier and have enough material that you can turn them carefully
to true them up. Better braking power for our size airplanes, too.
Much better option is the go-kart mechanical disk, a la Mike Cuy, if you
want to go simple and mechanical.
Oscar Zuniga
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 2
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| Subject: | New books for Homebuilders |
--> Pietenpol-List message posted by: sonja.englert@juno.com
Hi everyone,
I would like to introduce myself to this group. I am an aeronautical engineer,
pilot, airplane homebuilder and writer. I have written 3 new books for airplane
homebuilders, which you can check out on my web page www.caroengineering.com.
They are mainly for airplane homebuilders, but should be of interest to anyone
who wants to install engines, work with composites or flight test an airplane.
Cheers,
Sonja Englert
www.caroengineering.com
Message 3
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| Subject: | Re: Azusa drum brakes |
--> Pietenpol-List message posted by: "walter evans" <wbeevans@worldnet.att.net>
Oscar,
Just wanted to add my very limited input on Azusa brakes. I personally
didn't want disc brakes for the look. So I put on the 4" drum brakes. Now
with my very limited hours (3.5) on the Piet, I can only give my very
limited input.
The early ones had a skid and ran on turf runways.
All I wanted was to hold fast during runup and to brake on taxiways.
I heard all the horror stories of guys applying the brakes on landing and
nosing over.
While taxiing with my FFP404 U/L down the taxiway with a long downgrade,
and seeing planes holding waiting to takeoff,
and you don't know how to stop without running on the gravel, or into
the deep grass.
Guess what I'm saying is that I wanted less (just enough) brakes more than I
wanted good brakes.
Right now the 4" brakes hold me in runup (A-65) @ 1500 rpm, and I would
never apply brakes on landing unless I was heading into the puckerbrush, and
it was life threatening.
Up till now the 4" are exactly what I planned on in my limited fly time.
The 4" brakes are "enough" for me, and I'm satisfied with them.
Just my input so others can make the best choice for themselves.
Have a flying friend who is in a club with a taildragger, and four people
have applied brakes and nosed over.
While getting a BFR in an Aeronca last year had a VERY experienced CFI give
me a tip (maybe I should have known it before) "If you have to apply brakes
during landing,,,use one brake, and the opposite rudder to keep straight".
He said you will never nose over, only thing you could do is ground loop.
thanks
walt
----- Original Message -----
From: "Oscar Zuniga" <taildrags@hotmail.com>
Subject: Pietenpol-List: Azusa drum brakes
> --> Pietenpol-List message posted by: "Oscar Zuniga"
<taildrags@hotmail.com>
>
> Brake-heads;
>
> If you're even remotely thinking of using the Azusa drum-type brakes, do
> yourself a favor and don't consider the 4" ones. They are strictly for
> ultralight type vehicles. I have a set of them on my Flying Squirrel and
> can tell you that while they are simple and inexpensive, the drums are
very
> thin material and hard to true up. Also, under hard braking they will
> deform. Use the next size larger ones (I think they are 5") since the
drums
> are a bit heavier and have enough material that you can turn them
carefully
> to true them up. Better braking power for our size airplanes, too.
>
> Much better option is the go-kart mechanical disk, a la Mike Cuy, if you
> want to go simple and mechanical.
>
> Oscar Zuniga
> San Antonio, TX
> mailto: taildrags@hotmail.com
> website at http://www.flysquirrel.net
>
>
Message 4
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| Subject: | Re: Azusa drum brakes |
--> Pietenpol-List message posted by: Gary Gower <ggower_99@yahoo.com>
Walt,
You are right, here in our club is an expert bushpilot that owns a
C-180, (he flys here in a Quicksilver MXII), well he told me once that
the brakes in his 180 are the parts that need less changing of all his
plane. "A taildrager pilot will only need the brakes for runup (not
moving, no wear) and to do 180 turns in a strip (stoped wheel is not
moving, no wear either)" he also added "the pilot that uses brakes on
landing needs more planning, practice and or instruction FAST! he is in
big danger of noseover"... "fly the plane and let it rol until it
stops".
Saludos
Gary Gower
--- walter evans <wbeevans@worldnet.att.net> wrote:
> --> Pietenpol-List message posted by: "walter evans"
> <wbeevans@worldnet.att.net>
>
> Oscar,
> Just wanted to add my very limited input on Azusa brakes. I
> personally
> didn't want disc brakes for the look. So I put on the 4" drum
> brakes. Now
> with my very limited hours (3.5) on the Piet, I can only give my very
> limited input.
> The early ones had a skid and ran on turf runways.
> All I wanted was to hold fast during runup and to brake on taxiways.
> I heard all the horror stories of guys applying the brakes on landing
> and
> nosing over.
> While taxiing with my FFP404 U/L down the taxiway with a long
> downgrade,
> and seeing planes holding waiting to takeoff,
> and you don't know how to stop without running on the gravel,
> or into
> the deep grass.
> Guess what I'm saying is that I wanted less (just enough) brakes more
> than I
> wanted good brakes.
> Right now the 4" brakes hold me in runup (A-65) @ 1500 rpm, and I
> would
> never apply brakes on landing unless I was heading into the
> puckerbrush, and
> it was life threatening.
> Up till now the 4" are exactly what I planned on in my limited fly
> time.
> The 4" brakes are "enough" for me, and I'm satisfied with them.
> Just my input so others can make the best choice for themselves.
> Have a flying friend who is in a club with a taildragger, and four
> people
> have applied brakes and nosed over.
>
> While getting a BFR in an Aeronca last year had a VERY experienced
> CFI give
> me a tip (maybe I should have known it before) "If you have to apply
> brakes
> during landing,,,use one brake, and the opposite rudder to keep
> straight".
> He said you will never nose over, only thing you could do is ground
> loop.
> thanks
> walt
>
> ----- Original Message -----
> From: "Oscar Zuniga" <taildrags@hotmail.com>
> To: <pietenpol-list@matronics.com>
> Subject: Pietenpol-List: Azusa drum brakes
>
>
> > --> Pietenpol-List message posted by: "Oscar Zuniga"
> <taildrags@hotmail.com>
> >
> > Brake-heads;
> >
> > If you're even remotely thinking of using the Azusa drum-type
> brakes, do
> > yourself a favor and don't consider the 4" ones. They are strictly
> for
> > ultralight type vehicles. I have a set of them on my Flying
> Squirrel and
> > can tell you that while they are simple and inexpensive, the drums
> are
> very
> > thin material and hard to true up. Also, under hard braking they
> will
> > deform. Use the next size larger ones (I think they are 5") since
> the
> drums
> > are a bit heavier and have enough material that you can turn them
> carefully
> > to true them up. Better braking power for our size airplanes, too.
> >
> > Much better option is the go-kart mechanical disk, a la Mike Cuy,
> if you
> > want to go simple and mechanical.
> >
> > Oscar Zuniga
> > San Antonio, TX
> > mailto: taildrags@hotmail.com
> > website at http://www.flysquirrel.net
> >
> >
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: Azusa drum brakes |
--> Pietenpol-List message posted by: "walter evans" <wbeevans@worldnet.att.net>
Gary,
Thanks, I love to hear these things from instructors that really work. And
I love to hear from people who hear it from their great instructors.
I love to learn!
Ain't life grand!
walt
ps Gary,,,Some day I want to shake your hand, and meet you.
----- Original Message -----
From: "Gary Gower" <ggower_99@yahoo.com>
Subject: Re: Pietenpol-List: Azusa drum brakes
> --> Pietenpol-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
> Walt,
>
> You are right, here in our club is an expert bushpilot that owns a
> C-180, (he flys here in a Quicksilver MXII), well he told me once that
> the brakes in his 180 are the parts that need less changing of all his
> plane. "A taildrager pilot will only need the brakes for runup (not
> moving, no wear) and to do 180 turns in a strip (stoped wheel is not
> moving, no wear either)" he also added "the pilot that uses brakes on
> landing needs more planning, practice and or instruction FAST! he is in
> big danger of noseover"... "fly the plane and let it rol until it
> stops".
>
> Saludos
> Gary Gower
>
> --- walter evans <wbeevans@worldnet.att.net> wrote:
> > --> Pietenpol-List message posted by: "walter evans"
> > <wbeevans@worldnet.att.net>
> >
> > Oscar,
> > Just wanted to add my very limited input on Azusa brakes. I
> > personally
> > didn't want disc brakes for the look. So I put on the 4" drum
> > brakes. Now
> > with my very limited hours (3.5) on the Piet, I can only give my very
> > limited input.
> > The early ones had a skid and ran on turf runways.
> > All I wanted was to hold fast during runup and to brake on taxiways.
> > I heard all the horror stories of guys applying the brakes on landing
> > and
> > nosing over.
> > While taxiing with my FFP404 U/L down the taxiway with a long
> > downgrade,
> > and seeing planes holding waiting to takeoff,
> > and you don't know how to stop without running on the gravel,
> > or into
> > the deep grass.
> > Guess what I'm saying is that I wanted less (just enough) brakes more
> > than I
> > wanted good brakes.
> > Right now the 4" brakes hold me in runup (A-65) @ 1500 rpm, and I
> > would
> > never apply brakes on landing unless I was heading into the
> > puckerbrush, and
> > it was life threatening.
> > Up till now the 4" are exactly what I planned on in my limited fly
> > time.
> > The 4" brakes are "enough" for me, and I'm satisfied with them.
> > Just my input so others can make the best choice for themselves.
> > Have a flying friend who is in a club with a taildragger, and four
> > people
> > have applied brakes and nosed over.
> >
> > While getting a BFR in an Aeronca last year had a VERY experienced
> > CFI give
> > me a tip (maybe I should have known it before) "If you have to apply
> > brakes
> > during landing,,,use one brake, and the opposite rudder to keep
> > straight".
> > He said you will never nose over, only thing you could do is ground
> > loop.
> > thanks
> > walt
> >
> > ----- Original Message -----
> > From: "Oscar Zuniga" <taildrags@hotmail.com>
> > To: <pietenpol-list@matronics.com>
> > Subject: Pietenpol-List: Azusa drum brakes
> >
> >
> > > --> Pietenpol-List message posted by: "Oscar Zuniga"
> > <taildrags@hotmail.com>
> > >
> > > Brake-heads;
> > >
> > > If you're even remotely thinking of using the Azusa drum-type
> > brakes, do
> > > yourself a favor and don't consider the 4" ones. They are strictly
> > for
> > > ultralight type vehicles. I have a set of them on my Flying
> > Squirrel and
> > > can tell you that while they are simple and inexpensive, the drums
> > are
> > very
> > > thin material and hard to true up. Also, under hard braking they
> > will
> > > deform. Use the next size larger ones (I think they are 5") since
> > the
> > drums
> > > are a bit heavier and have enough material that you can turn them
> > carefully
> > > to true them up. Better braking power for our size airplanes, too.
> > >
> > > Much better option is the go-kart mechanical disk, a la Mike Cuy,
> > if you
> > > want to go simple and mechanical.
> > >
> > > Oscar Zuniga
> > > San Antonio, TX
> > > mailto: taildrags@hotmail.com
> > > website at http://www.flysquirrel.net
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 6
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| Subject: | Re: Azusa drum brakes |
--> Pietenpol-List message posted by: Kip & Beth Gardner <kipandbeth@earthlink.net>
At 5:48 PM -0500 01/15/03, Gary Gower wrote:
>--> Pietenpol-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
>Walt,
>
>You are right, here in our club is an expert bushpilot that owns a
>C-180, (he flys here in a Quicksilver MXII), well he told me once that
>the brakes in his 180 are the parts that need less changing of all his
>plane. "A taildrager pilot will only need the brakes for runup (not
>moving, no wear) and to do 180 turns in a strip (stoped wheel is not
>moving, no wear either)" he also added "the pilot that uses brakes on
>landing needs more planning, practice and or instruction FAST! he is in
>big danger of noseover"... "fly the plane and let it rol until it
>stops".
>
>Saludos
>Gary Gower
Well, this fits with the way my flight instructor has been teaching me
(since I decided to start instruction in a taildragger). The only times he
even lets me touch the brakes are when he's propping the plane, during
run-up and occasionally to stop the plane on the ramp. My landing rolls
take less than half of the runway & he's big on having me fly the plane to
a 3-point landing. I hadn't even thought about the implications of all this
until this discussion started, but it all makes sense.
Hope everyone is having a good New Year.
Cheers,
Kip Gardner (not getting much instructiuon in thanks to our wonderful OH
winter weather)
North Canton, OH
Message 7
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| Subject: | Re: Azusa drum brakes |
--> Pietenpol-List message posted by: Les Schubert <leskarin@telus.net>
All
thanks for the input. My wheels have 5" brake drums so the 5" gocart
mechanical brakes
look like a good simple and relatively inexpensive answer that should even
look right.
Once again thank you to all for your input. This egroup is great, I have
learned a lot,
more to learn of course.
Regards
Les
At 06:50 PM 15/01/2003 -0500, you wrote:
>--> Pietenpol-List message posted by: "walter evans"
><wbeevans@worldnet.att.net>
>
>Gary,
>Thanks, I love to hear these things from instructors that really work. And
>I love to hear from people who hear it from their great instructors.
>I love to learn!
>Ain't life grand!
>walt
>ps Gary,,,Some day I want to shake your hand, and meet you.
>----- Original Message -----
>From: "Gary Gower" <ggower_99@yahoo.com>
>To: <pietenpol-list@matronics.com>
>Subject: Re: Pietenpol-List: Azusa drum brakes
>
>
> > --> Pietenpol-List message posted by: Gary Gower <ggower_99@yahoo.com>
> >
> > Walt,
> >
> > You are right, here in our club is an expert bushpilot that owns a
> > C-180, (he flys here in a Quicksilver MXII), well he told me once that
> > the brakes in his 180 are the parts that need less changing of all his
> > plane. "A taildrager pilot will only need the brakes for runup (not
> > moving, no wear) and to do 180 turns in a strip (stoped wheel is not
> > moving, no wear either)" he also added "the pilot that uses brakes on
> > landing needs more planning, practice and or instruction FAST! he is in
> > big danger of noseover"... "fly the plane and let it rol until it
> > stops".
> >
> > Saludos
> > Gary Gower
> >
> > --- walter evans <wbeevans@worldnet.att.net> wrote:
> > > --> Pietenpol-List message posted by: "walter evans"
> > > <wbeevans@worldnet.att.net>
> > >
> > > Oscar,
> > > Just wanted to add my very limited input on Azusa brakes. I
> > > personally
> > > didn't want disc brakes for the look. So I put on the 4" drum
> > > brakes. Now
> > > with my very limited hours (3.5) on the Piet, I can only give my very
> > > limited input.
> > > The early ones had a skid and ran on turf runways.
> > > All I wanted was to hold fast during runup and to brake on taxiways.
> > > I heard all the horror stories of guys applying the brakes on landing
> > > and
> > > nosing over.
> > > While taxiing with my FFP404 U/L down the taxiway with a long
> > > downgrade,
> > > and seeing planes holding waiting to takeoff,
> > > and you don't know how to stop without running on the gravel,
> > > or into
> > > the deep grass.
> > > Guess what I'm saying is that I wanted less (just enough) brakes more
> > > than I
> > > wanted good brakes.
> > > Right now the 4" brakes hold me in runup (A-65) @ 1500 rpm, and I
> > > would
> > > never apply brakes on landing unless I was heading into the
> > > puckerbrush, and
> > > it was life threatening.
> > > Up till now the 4" are exactly what I planned on in my limited fly
> > > time.
> > > The 4" brakes are "enough" for me, and I'm satisfied with them.
> > > Just my input so others can make the best choice for themselves.
> > > Have a flying friend who is in a club with a taildragger, and four
> > > people
> > > have applied brakes and nosed over.
> > >
> > > While getting a BFR in an Aeronca last year had a VERY experienced
> > > CFI give
> > > me a tip (maybe I should have known it before) "If you have to apply
> > > brakes
> > > during landing,,,use one brake, and the opposite rudder to keep
> > > straight".
> > > He said you will never nose over, only thing you could do is ground
> > > loop.
> > > thanks
> > > walt
> > >
> > > ----- Original Message -----
> > > From: "Oscar Zuniga" <taildrags@hotmail.com>
> > > To: <pietenpol-list@matronics.com>
> > > Subject: Pietenpol-List: Azusa drum brakes
> > >
> > >
> > > > --> Pietenpol-List message posted by: "Oscar Zuniga"
> > > <taildrags@hotmail.com>
> > > >
> > > > Brake-heads;
> > > >
> > > > If you're even remotely thinking of using the Azusa drum-type
> > > brakes, do
> > > > yourself a favor and don't consider the 4" ones. They are strictly
> > > for
> > > > ultralight type vehicles. I have a set of them on my Flying
> > > Squirrel and
> > > > can tell you that while they are simple and inexpensive, the drums
> > > are
> > > very
> > > > thin material and hard to true up. Also, under hard braking they
> > > will
> > > > deform. Use the next size larger ones (I think they are 5") since
> > > the
> > > drums
> > > > are a bit heavier and have enough material that you can turn them
> > > carefully
> > > > to true them up. Better braking power for our size airplanes, too.
> > > >
> > > > Much better option is the go-kart mechanical disk, a la Mike Cuy,
> > > if you
> > > > want to go simple and mechanical.
> > > >
> > > > Oscar Zuniga
> > > > San Antonio, TX
> > > > mailto: taildrags@hotmail.com
> > > > website at http://www.flysquirrel.net
> > > >
> > > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
>
>
Message 8
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| Subject: | Re: Wicker seats |
--> Pietenpol-List message posted by: clif <cdawson5854@shaw.ca>
Just punch "wicker" into your google
search- pick your choice out of 100's
of sites covering all aspects of the
subject.
----- Original Message -----
From: "Gadd, Skip" <Skip.Gadd@ssa.gov>
Subject: RE: Pietenpol-List: Wicker seats
> --> Pietenpol-List message posted by: "Gadd, Skip" <Skip.Gadd@ssa.gov>
>
> Don,
> Don't forget you have to stand on the seat to get into the plane.
> Skip
>
> >I'd like to consider wicker seats in my Piet, but cannot find anyone
> >who makes them. Does anyone know of anyone that does this sort of work?
> >Thanks for your help. Don Cooley
>
>
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