Today's Message Index:
----------------------
1. 04:16 AM - Re: T-88 cleanup (Gadd, Skip)
2. 05:52 AM - Re: T-88 cleanup (Isablcorky@aol.com)
3. 06:33 AM - Re: T-88 cleanup (Ken Rickards)
4. 07:02 AM - Re: T-88 cleanup (TomTravis@aol.com)
5. 07:38 AM - Re: T-88 cleanup (Alex Sloan)
6. 08:04 AM - white vinegar (Michael D Cuy)
7. 08:08 AM - Re: Landing gear conversion (Les Schubert)
8. 11:20 AM - Piet power on stalls (Edwin Johnson)
9. 12:53 PM - Re: Piet power on stalls (DJ Vegh)
10. 01:08 PM - Edwin's comments (Michael D Cuy)
11. 01:52 PM - Re: Edwin's comments (Doyle K. Combs)
12. 02:23 PM - Re: Edwin's comments (DJ Vegh)
13. 04:52 PM - Re: T-88 cleanup (Gary McNeel)
14. 07:11 PM - Re: Landing gear conversion (Jack Phillips)
15. 07:36 PM - Re: T-88 cleanup (Wayne McIntosh)
16. 07:37 PM - Re: white vinegar (Ted Brousseau)
17. 07:37 PM - Re: Piet power on stalls (Ted Brousseau)
18. 07:45 PM - Re: Landing gear conversion (Ted Brousseau)
19. 08:18 PM - Re: Landing gear conversion (John McNarry)
20. 08:51 PM - Re: Landing gear conversion (Christian Bobka)
21. 10:29 PM - off topic (Ken Anderson)
Message 1
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--> Pietenpol-List message posted by: "Gadd, Skip" <Skip.Gadd@ssa.gov>
I have actually had real good luck cleaning T-88 off my hands with soap and
warm water.
Skip
-----Original Message-----
From: DJ Vegh [mailto:aircamper@imagedv.com]
Subject: Pietenpol-List: T-88 cleanup
--> Pietenpol-List message posted by: "DJ Vegh" <aircamper@imagedv.com>
I have found the perfect cleaner for washing your hands and tools clean of
gooey T-88 resin.
Brake Parts cleaner.... get a spray can from your autoparts store and use
it to clean your hands and such after mixing up a batch. Cuts right through
and cleans perfectly!
Make sure you wash your hands with soap afterwards to rinse off the brake
cleaner.
DJ Vegh
N74DV
www.raptoronline.com
Message 2
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| Subject: | Re: T-88 cleanup |
--> Pietenpol-List message posted by: Isablcorky@aol.com
Pieters,
Woke this morning to read all this good stuff about cleaning up T-88, which
is real good stuff. Ocassionally I have to revert to my old tried and true
paint and varnish remover to get these old paws clean. My bride has made some
comments while sitting in the moonlight that my hands aren't as nice and soft
as they should be. Could that be the problem?
YKW in YKW
Message 3
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--> Pietenpol-List message posted by: Ken Rickards <krickards@cvci.com>
There is an easier way to get your hands clean. I have made a point of
wearing a good fitting pair of surgical latex gloves, I get these from a
local boat builder. For my tools, I wipe the excess off with shop towels
and then wipe them down with a cloth and some paint & varnish remover.
I use small mixing cups for the glue so I just throw them away along with
the mixing sticks ( popsicle sticks) so my clean up is very light.
Just throwing in my 10 cents worth,(7.5 cents Canadian)
I have also just updated my web site for anyone that's interested, added
engine.
http://home.cogeco.ca/%7Epietbuilder/index.htm
Ken
GN1 2992
Canada
Message 4
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| Subject: | Re: T-88 cleanup |
--> Pietenpol-List message posted by: TomTravis@aol.com
I found that "Fast Orange", the hand cleaner in the orange-colored jug works
great at removing T-88.
Message 5
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| Subject: | Re: T-88 cleanup |
--> Pietenpol-List message posted by: "Alex Sloan" <alexms1@bellsouth.net>
DJ,
I had a serious reaction to the T-88 glue last fall. Do you think using
invisible gloves would preclude this occurring again?
Alex Sloan
----- Original Message -----
From: "DJ Vegh" <aircamper@imagedv.com>
Subject: Pietenpol-List: T-88 cleanup
> --> Pietenpol-List message posted by: "DJ Vegh" <aircamper@imagedv.com>
>
> I have found the perfect cleaner for washing your hands and tools clean of
> gooey T-88 resin.
>
> Brake Parts cleaner.... get a spray can from your autoparts store and
use
> it to clean your hands and such after mixing up a batch. Cuts right
through
> and cleans perfectly!
>
> Make sure you wash your hands with soap afterwards to rinse off the brake
> cleaner.
>
> DJ Vegh
> N74DV
> www.raptoronline.com
>
>
> This email has been scanned for known viruses and made safe for viewing by
Half Price Hosting, a leading email and web hosting provider. For more
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>
>
Message 6
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--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Group--- upon the tip of a book or person I used paper towels and vinegar
to remove the T-88 from my
hands.
You know you are REALLY into the building process when you take a shower
and you wash your hair and
you find a little clump of T-88 that got there somehow and is holding five
or six strands of hair hostage from being
washed or brushed thru. Cut a few of those dabs out of my hair over the
4.5 years building !!!!
Mike C.
Message 7
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| Subject: | Re: Landing gear conversion |
--> Pietenpol-List message posted by: Les Schubert <leskarin@telus.net>
Ted
I have never seen the straight axle plans so I am not sure what I am
talking about.
Just one comment though. The swing axles have the bungee on the cross struts
which allows the axles to swing out as the weight comes on. I don't think the
straight axle will let this happen. It would seem to me that the bungee would
have to be some where else in the system. I suppose if you made the axle so it
would telescope the suspension would work but that sounds complicated.
I am sure if I am all wrong someone will tell me in no uncertain terms.
Les
At 10:47 PM 05/05/2003 -0400, you wrote:
>--> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
>
>I am thinking of converting from a split axle to a straight axle landing
>gear. I already have the landing gear fuselage fittings installed for the
>split axle. Does anyone see any problem of using them and building fittings
>at the top of the straight axle gear that would have 5/16" pins attaching
>them to the fuselage fittings just like the split axle gear?
>
>Thanks for your thoughts,
>Ted
>
>
Message 8
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| Subject: | Piet power on stalls |
--> Pietenpol-List message posted by: Edwin Johnson <elj@shreve.net>
Hello Ted & Walt,
> --> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
> I decided to try a power stall on Saturday. I realized I had never done one
> power and slowly pulled back. I can't tell you the angle of climb but it
> felt a little like a rocket. Not speed - angle - don't get too excited. I
> got it back to 40 mph and it didn't seem to want to stall. I think it
> finally "stalled". Never fell off or anything definitive. Just hung there
> too long so I dropped the nose and headed on. I had climbed 1000' while
> trying to stall it. I will do more on another day when I have time to
Guess I'm duty-bound to say that you should be above 1000' for stalls,
especially power on, if you've never done them in that plane in order to
have time for any 'unexpected' happenings. Now having fulfilled that
responsibility.... :)
Corky's plane, which apparently is rigged well and the wash on the wings
is the same, tends to stall straight ahead in both power off and power on
stalls. With the power off you can really do a 'falling leaf' sort of
thing with the rudder it is so stable. The power on requires a hefty angle
for stall unless you really come back quickly on the stick. I put it
through all kinds of stalls including accelerated and noticed no bad
habits whatsoever. This must be a benefit of a good wing design.
Speeds will vary as to accuracy of A/S indicator and airplane, so that
sort of thing is relevant only in each particular airplane. But my feeling
is that you should know your own plane and at what speeds it stalls in all
sort of configurations. Remember that with a passenger these things will
change somewhat, but with Corky and me both in the plane we saw no ill
manners.
One last thing: differences in wing wash on each side or differences in
rigging of the horizontal stab will effect what happens during stalls, so
look carefully at those. (Corky will attest to my 'critical' eye. haahaa)
Hope this rambling helps a little. Don't be afraid to experiment and
search out the parameters of your plane, but do have altitude as your 'way
out' for whatever might happen.
...Edwin
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
~ Edwin Johnson ....... elj@shreve.net ~
~ http://www.shreve.net/~elj ~
~ ~
~ "Once you have flown, you will walk the ~
~ earth with your eyes turned skyward, ~
~ for there you have been, there you long ~
~ to return." -- da Vinci ~
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Message 9
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| Subject: | Re: Piet power on stalls |
--> Pietenpol-List message posted by: "DJ Vegh" <aircamper@imagedv.com>
I think he meant he climbed 1000' during the entry to the stall.... not started
the stall at 100' agl.
DJ
----- Original Message -----
From: Edwin Johnson
To: pietenpol-list@matronics.com
Sent: Tuesday, May 06, 2003 11:06 AM
Subject: Pietenpol-List: Piet power on stalls
--> Pietenpol-List message posted by: Edwin Johnson <elj@shreve.net>
Hello Ted & Walt,
> --> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
> I decided to try a power stall on Saturday. I realized I had never done one
> power and slowly pulled back. I can't tell you the angle of climb but it
> felt a little like a rocket. Not speed - angle - don't get too excited. I
> got it back to 40 mph and it didn't seem to want to stall. I think it
> finally "stalled". Never fell off or anything definitive. Just hung there
> too long so I dropped the nose and headed on. I had climbed 1000' while
> trying to stall it. I will do more on another day when I have time to
Guess I'm duty-bound to say that you should be above 1000' for stalls,
especially power on, if you've never done them in that plane in order to
have time for any 'unexpected' happenings. Now having fulfilled that
responsibility.... :)
Corky's plane, which apparently is rigged well and the wash on the wings
is the same, tends to stall straight ahead in both power off and power on
stalls. With the power off you can really do a 'falling leaf' sort of
thing with the rudder it is so stable. The power on requires a hefty angle
for stall unless you really come back quickly on the stick. I put it
through all kinds of stalls including accelerated and noticed no bad
habits whatsoever. This must be a benefit of a good wing design.
Speeds will vary as to accuracy of A/S indicator and airplane, so that
sort of thing is relevant only in each particular airplane. But my feeling
is that you should know your own plane and at what speeds it stalls in all
sort of configurations. Remember that with a passenger these things will
change somewhat, but with Corky and me both in the plane we saw no ill
manners.
One last thing: differences in wing wash on each side or differences in
rigging of the horizontal stab will effect what happens during stalls, so
look carefully at those. (Corky will attest to my 'critical' eye. haahaa)
Hope this rambling helps a little. Don't be afraid to experiment and
search out the parameters of your plane, but do have altitude as your 'way
out' for whatever might happen.
...Edwin
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
~ Edwin Johnson ....... elj@shreve.net ~
~ http://www.shreve.net/~elj ~
~ ~
~ "Once you have flown, you will walk the ~
~ earth with your eyes turned skyward, ~
~ for there you have been, there you long ~
~ to return." -- da Vinci ~
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
=
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Message 10
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| Subject: | Edwin's comments |
--> Pietenpol-List message posted by: Michael D Cuy <Michael.D.Cuy@grc.nasa.gov>
Edwin--- Since my flight review is due this summer I was wondering what are
the proper procedures for a power on stall and an accelerated stall. I
know how to do them like 'clearing turns, carb heat, etc.) but say in a
power on stall. I get a bit spooked by the tremendous angle of attack and
view while waiting for this thing to break. I need to practice this
before my review is why I'm asking. Do you use full power in a power on
stall or cruise ? When it breaks into the stall power on you keep the
nose straight with your rudder (to catch a wing that might be dropping)
and release back pressure, but do you throttle back some too ?
In the accelerated stall I fly it a bit like a slow flight in a shallow
left or right turn and then pull the stick back pretty hard til she
breaks. Then I rudder it wings level as I add power. Is this correct ?
PS-- how much do I owe you for ground instruction ?
Thank You !
Mike C.
do not archive
Message 11
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| Subject: | Re: Edwin's comments |
--> Pietenpol-List message posted by: "Doyle K. Combs" <dcombs@Ltex.net>
I had a STOL skylane and had some problem with power on stalls. My
instructor gave me two options: 1. partial power and 2. accelerated stall,
which was nothing more than pulling the plane up rather quickly to make the
stall come much quicker. Don't know if this will work in a piet but it might
help get ready for the instructor.
----- Original Message -----
From: "Michael D Cuy" <Michael.D.Cuy@grc.nasa.gov>
Subject: Pietenpol-List: Edwin's comments
> --> Pietenpol-List message posted by: Michael D Cuy
<Michael.D.Cuy@grc.nasa.gov>
>
> Edwin--- Since my flight review is due this summer I was wondering what
are
> the proper procedures for a power on stall and an accelerated stall. I
> know how to do them like 'clearing turns, carb heat, etc.) but say in a
> power on stall. I get a bit spooked by the tremendous angle of attack and
> view while waiting for this thing to break. I need to practice this
> before my review is why I'm asking. Do you use full power in a power on
> stall or cruise ? When it breaks into the stall power on you keep the
> nose straight with your rudder (to catch a wing that might be dropping)
> and release back pressure, but do you throttle back some too ?
>
> In the accelerated stall I fly it a bit like a slow flight in a shallow
> left or right turn and then pull the stick back pretty hard til she
> breaks. Then I rudder it wings level as I add power. Is this correct ?
>
> PS-- how much do I owe you for ground instruction ?
>
> Thank You !
>
> Mike C.
>
> do not archive
>
>
Message 12
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| Subject: | Re: Edwin's comments |
--> Pietenpol-List message posted by: "DJ Vegh" <aircamper@imagedv.com>
Mike,
I was taught to fly a power on stall as if it were a departure stall.... meaning
full power in the climbout.
Recovery was just as you say... use rudder to keep the nose straight but do not
retard throttle... just unload the wing and fly out with power.
DJ
----- Original Message -----
From: "Michael D Cuy" <Michael.D.Cuy@grc.nasa.gov>
Do you use full power in a power on
> stall or cruise ? When it breaks into the stall power on you keep the
> nose straight with your rudder (to catch a wing that might be dropping)
> and release back pressure, but do you throttle back some too ?
> Mike C.
>
> do not archive
>
=
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Message 13
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--> Pietenpol-List message posted by: "Gary McNeel" <gmcneel@mykitplane.com>
So does vinegar.
-Gary
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of
TomTravis@aol.com
Subject: Re: Pietenpol-List: T-88 cleanup
--> Pietenpol-List message posted by: TomTravis@aol.com
I found that "Fast Orange", the hand cleaner in the orange-colored jug works
great at removing T-88.
Message 14
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| Subject: | Landing gear conversion |
--> Pietenpol-List message posted by: "Jack Phillips" <pietflyr@bellsouth.net>
Ted,
You might want to invest in a set of Pete Bowers' Fly Baby plans. I believe
the arrangement you are talking about is very similar to the gear
construction on a Fly Baby. The Fly Baby (I believe) uses fittings that
have a heavy bolt essentially parallel to the flat plane of the landing gear
strut going through fittings attached to the fuselage. The bracing wires
and spreader bars supply the rigidity to the system, just as the F&G
Pietenpol plans do. This is not a bad setup, and is probably better than
the original F&G plans. I don't care for the design BHP showed in those
plans for the fuselage attach fittings, and modified mine substantially to
carry the loads better. I never heard of a Fly Baby having landing gear
problems - wings falling off due to unequal tension in the paired flying
wires, but not gear problems.
Incidentally, Pete Bowers died last week. He was a good designer and a real
expert on rare antique aircraft.
Jack
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ted
Brousseau
Subject: Re: Pietenpol-List: Landing gear conversion
--> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
I am thinking of converting from a split axle to a straight axle landing
gear. I already have the landing gear fuselage fittings installed for the
split axle. Does anyone see any problem of using them and building fittings
at the top of the straight axle gear that would have 5/16" pins attaching
them to the fuselage fittings just like the split axle gear?
Thanks for your thoughts,
Ted
Message 15
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| Subject: | Re: T-88 cleanup |
--> Pietenpol-List message posted by: "Wayne McIntosh" <mcintosh3017@insightbb.com>
Ken,
Latex gloves sold in the paint dept of Wal-Mart is what I used when I
built my wood ultralight. I sprinkled talc on them when I was done before I
took them off. I could re use them 3 or 4 times. I never had to clean T88
off my hands.
Wayne McIntosh Lafayette IN
----- Original Message -----
From: "Ken Rickards" <krickards@cvci.com>
Subject: RE: Pietenpol-List: T-88 cleanup
> --> Pietenpol-List message posted by: Ken Rickards <krickards@cvci.com>
>
> There is an easier way to get your hands clean. I have made a point of
> wearing a good fitting pair of surgical latex gloves, I get these from a
> local boat builder. For my tools, I wipe the excess off with shop towels
> and then wipe them down with a cloth and some paint & varnish remover.
>
> I use small mixing cups for the glue so I just throw them away along with
> the mixing sticks ( popsicle sticks) so my clean up is very light.
>
> Just throwing in my 10 cents worth,(7.5 cents Canadian)
>
> I have also just updated my web site for anyone that's interested, added
> engine.
>
> http://home.cogeco.ca/%7Epietbuilder/index.htm
>
>
> Ken
>
>
> GN1 2992
> Canada
>
>
Message 16
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| Subject: | Re: white vinegar |
--> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
I agree with Mike. Plain ole white vinegar cuts through T88 fast. It is
not only kind to your body but it does a great job of cleaning brushes and
other tools you might use. Doesn't take much. A gallon will last the whole
project.
Ted
----- Original Message -----
From: "Michael D Cuy" <Michael.D.Cuy@grc.nasa.gov>
Subject: Pietenpol-List: white vinegar
> --> Pietenpol-List message posted by: Michael D Cuy
<Michael.D.Cuy@grc.nasa.gov>
>
> Group--- upon the tip of a book or person I used paper towels and vinegar
> to remove the T-88 from my
> hands.
>
> You know you are REALLY into the building process when you take a shower
> and you wash your hair and
> you find a little clump of T-88 that got there somehow and is holding five
> or six strands of hair hostage from being
> washed or brushed thru. Cut a few of those dabs out of my hair over the
> 4.5 years building !!!!
>
> Mike C.
>
>
Message 17
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| Subject: | Re: Piet power on stalls |
--> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
Thank you DJ. That is exactly what I meant. Actually, I just read today
that the FAA considers a stall an aerobatic maneuver and requires a
completion above 1500'. I agree with the 1500' for safety reasons. I am
not sure I am ready to agree that a stall is an aerobatic maneuver. Guess
it is similar to modern day definition of a "major" repair...
Ted
----- Original Message -----
From: "DJ Vegh" <aircamper@imagedv.com>
Subject: Re: Pietenpol-List: Piet power on stalls
> --> Pietenpol-List message posted by: "DJ Vegh" <aircamper@imagedv.com>
>
> I think he meant he climbed 1000' during the entry to the stall.... not
started the stall at 100' agl.
>
> DJ
>
Message 18
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| Subject: | Re: Landing gear conversion |
--> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
Thanks Jack,
By the way I looked at a picture of your gear legs. Wow, are they nice.
What kind of wood did you use. Any other pictures showing the attach
fittings?
Ted
----- Original Message -----
From: "Jack Phillips" <pietflyr@bellsouth.net>
Subject: RE: Pietenpol-List: Landing gear conversion
> --> Pietenpol-List message posted by: "Jack Phillips"
<pietflyr@bellsouth.net>
>
> Ted,
>
> You might want to invest in a set of Pete Bowers' Fly Baby plans. I
believe
> the arrangement you are talking about is very similar to the gear
> construction on a Fly Baby. The Fly Baby (I believe) uses fittings that
> have a heavy bolt essentially parallel to the flat plane of the landing
gear
> strut going through fittings attached to the fuselage. The bracing wires
> and spreader bars supply the rigidity to the system, just as the F&G
> Pietenpol plans do. This is not a bad setup, and is probably better than
> the original F&G plans. I don't care for the design BHP showed in those
> plans for the fuselage attach fittings, and modified mine substantially to
> carry the loads better. I never heard of a Fly Baby having landing gear
> problems - wings falling off due to unequal tension in the paired flying
> wires, but not gear problems.
>
> Incidentally, Pete Bowers died last week. He was a good designer and a
real
> expert on rare antique aircraft.
>
> Jack
>
> -----Original Message-----
> From: owner-pietenpol-list-server@matronics.com
> [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ted
> Brousseau
> Sent: Monday, May 05, 2003 10:47 PM
> To: pietenpol-list@matronics.com
> Subject: Re: Pietenpol-List: Landing gear conversion
>
> --> Pietenpol-List message posted by: "Ted Brousseau"
<nfn00979@naples.net>
>
> I am thinking of converting from a split axle to a straight axle landing
> gear. I already have the landing gear fuselage fittings installed for the
> split axle. Does anyone see any problem of using them and building
fittings
> at the top of the straight axle gear that would have 5/16" pins attaching
> them to the fuselage fittings just like the split axle gear?
>
> Thanks for your thoughts,
> Ted
>
>
Message 19
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| Subject: | Landing gear conversion |
--> Pietenpol-List message posted by: "John McNarry" <jmcnarry@escape.ca>
I am sad to hear of another of the early greats in home building passing.
The gear as in the F&G is well braced as the front view shows.
The cross bracing of the gear legs, in tension with cables, is held in
compression by the horizontal spreader bars each side of the axle.
As you have indicated Jack, a very stout design!
The only catch I see is that the inclusion of brakes to the design requires
some method of preventing axle rotation.
Mike Cuy has a very neat solution to this.
The external bracing wires as on the Fly Baby would not work on the BHP
design as the axle is held down against the bottom of the V struts by the
bungees. The suspension motion requires the V to move down below the axle as
the "Jounce" displaces the axle. The bungees return the axle to the rest
position "rebound".
The Fly Baby has rigid mounting of the axle no suspension.
John
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of Jack
Phillips
Subject: RE: Pietenpol-List: Landing gear conversion
--> Pietenpol-List message posted by: "Jack Phillips"
<pietflyr@bellsouth.net>
Ted,
You might want to invest in a set of Pete Bowers' Fly Baby plans. I believe
the arrangement you are talking about is very similar to the gear
construction on a Fly Baby. The Fly Baby (I believe) uses fittings that
have a heavy bolt essentially parallel to the flat plane of the landing gear
strut going through fittings attached to the fuselage. The bracing wires
and spreader bars supply the rigidity to the system, just as the F&G
Pietenpol plans do. This is not a bad setup, and is probably better than
the original F&G plans. I don't care for the design BHP showed in those
plans for the fuselage attach fittings, and modified mine substantially to
carry the loads better. I never heard of a Fly Baby having landing gear
problems - wings falling off due to unequal tension in the paired flying
wires, but not gear problems.
Incidentally, Pete Bowers died last week. He was a good designer and a real
expert on rare antique aircraft.
Jack
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ted
Brousseau
Subject: Re: Pietenpol-List: Landing gear conversion
--> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
I am thinking of converting from a split axle to a straight axle landing
gear. I already have the landing gear fuselage fittings installed for the
split axle. Does anyone see any problem of using them and building fittings
at the top of the straight axle gear that would have 5/16" pins attaching
them to the fuselage fittings just like the split axle gear?
Thanks for your thoughts,
Ted
Message 20
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| Subject: | Landing gear conversion |
--> Pietenpol-List message posted by: "Christian Bobka" <bobka@charter.net>
As much as I love the Flybaby, the problem with the flybaby design is that
if you damage the gear (on takeoff, for instance, by hitting a gopher hole
in the runway), you have just compromised the ability of the wing to hold
you up as the landing gear is an integral member of the lift wire trussing
system.
Chris Bobka
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of John
McNarry
Subject: RE: Pietenpol-List: Landing gear conversion
--> Pietenpol-List message posted by: "John McNarry" <jmcnarry@escape.ca>
I am sad to hear of another of the early greats in home building passing.
The gear as in the F&G is well braced as the front view shows.
The cross bracing of the gear legs, in tension with cables, is held in
compression by the horizontal spreader bars each side of the axle.
As you have indicated Jack, a very stout design!
The only catch I see is that the inclusion of brakes to the design requires
some method of preventing axle rotation.
Mike Cuy has a very neat solution to this.
The external bracing wires as on the Fly Baby would not work on the BHP
design as the axle is held down against the bottom of the V struts by the
bungees. The suspension motion requires the V to move down below the axle as
the "Jounce" displaces the axle. The bungees return the axle to the rest
position "rebound".
The Fly Baby has rigid mounting of the axle no suspension.
John
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of Jack
Phillips
Subject: RE: Pietenpol-List: Landing gear conversion
--> Pietenpol-List message posted by: "Jack Phillips"
<pietflyr@bellsouth.net>
Ted,
You might want to invest in a set of Pete Bowers' Fly Baby plans. I believe
the arrangement you are talking about is very similar to the gear
construction on a Fly Baby. The Fly Baby (I believe) uses fittings that
have a heavy bolt essentially parallel to the flat plane of the landing gear
strut going through fittings attached to the fuselage. The bracing wires
and spreader bars supply the rigidity to the system, just as the F&G
Pietenpol plans do. This is not a bad setup, and is probably better than
the original F&G plans. I don't care for the design BHP showed in those
plans for the fuselage attach fittings, and modified mine substantially to
carry the loads better. I never heard of a Fly Baby having landing gear
problems - wings falling off due to unequal tension in the paired flying
wires, but not gear problems.
Incidentally, Pete Bowers died last week. He was a good designer and a real
expert on rare antique aircraft.
Jack
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ted
Brousseau
Subject: Re: Pietenpol-List: Landing gear conversion
--> Pietenpol-List message posted by: "Ted Brousseau" <nfn00979@naples.net>
I am thinking of converting from a split axle to a straight axle landing
gear. I already have the landing gear fuselage fittings installed for the
split axle. Does anyone see any problem of using them and building fittings
at the top of the straight axle gear that would have 5/16" pins attaching
them to the fuselage fittings just like the split axle gear?
Thanks for your thoughts,
Ted
Message 21
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--> Pietenpol-List message posted by: "Ken Anderson" <piet4ken@mindspring.com>
I have a request for the group.
Trying to find a rudder horn or rudder if that's what it takes for a C-120
Or club plane is in need of one. the annual turned up a cracked rudder horn
Checked barnstormers and c140.com sent a few emails with no response
Please respond off list
do not archive
Thanks
Ken Anderson
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