Today's Message Index:
----------------------
1. 05:25 AM - Re: NX registration? (AVIATION GROUP)
2. 10:08 AM - Elevator and Rudder Control Horns (Isablcorky@aol.com)
3. 04:05 PM - Turnbuckles (santiago morete)
4. 06:09 PM - Re: Turnbuckles (Ben Charvet)
5. 10:34 PM - Re: Elevator and Rudder Control Horns (Rcaprd@aol.com)
Message 1
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s=s1024; d=yahoo.com;
b=hwaxtzBaXJyG8unyIUuYr1eT+B0/A0x0cI9+bUGNntRWeO4YKV6j8A9lityhAZcnoBQ0PcfCkyl7sM6tKun8a5rarNIuj9EPNHcUp7IPLfrUxmsactJcLxYmpnKf+HNwEF4Gy6feBDGZ9Py3SWYPlg7blQ2cemfwf8yZUjDaS+Y=
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| Subject: | NX registration? |
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"Phillips, Jack" <jphillip@alarismed.com> wrote:
The FAA will not issue an NX number. What you do is apply for a normal registration
number (custom, if you wish and add the extra $10), then when you apply
the numbers you add the X. Be prepared to argue with your inspector and quote
the appropriate regs (Ive got them spmewhere if you need them). It also helps
to have photos of other Pietenpols with NX numbers. Whenever you deal with the
FAA, just give them the regular N number, without the X because that is what
is actually listed in the registration. My inspector didnt put up a fuss at
all, but he was pretty sharp
BTW, in order to see what numbers are taken or reserved, check out this website: http://www.landings.com/evird.acgi$pass*64406683!_h-www.landings.com/_landings/pages/search/search_nnr.html
Jack Phillips
NX899JP
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of N321TX@wmconnect.com
Subject: Pietenpol-List: NX registration?
How does one apply for the NX registration number? I found a number that was available
and sent off my paperwork with a check, and it came back from the FAA
with a form letter stating NX isn't available.
Is something you "negotiate" with the FSDO when they do the final paperwork?
Sterling
5TA6
Message 2
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| Subject: | Elevator and Rudder Control Horns |
Pieters,
Would like your thoughts and input on the following situation. Am presently
rigging my elevators and rudder. On the horn plans the attach holes are 3 1/2
in from center for the elevator and 5 in from center on the rudder. This
requires an abnormal movement, in my opinion, on the pedals. I have found that
3
1/2 to 4 in on the rudder horn holes from center to be sufficient. I had
other Pieters comment that it was impossible to get enough rudder to control the
machine in strong crosswind landings and TO.
Nathan Moss felt after flying 41CC for about 8 hours it could do with less
throw on all the controls, stick and pedal movement. He said it was not like
flying a Waco UPF-7.where the pilot needed to be 6ft 6 to fully activate the
pedals.
Will probably set the pedal ( rudder bar ) for 2 in forward and 2 in aft of
center and drill the attach holes for control cables 4 in from center on the
rudder horn.
Would appreciate your comments other than the usual "Don't change the plans"
Corky and Nathan Moss
Message 3
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I'm trying to find cheap turnbuckles (very difficult, since I live in Argentina)
.Can somebody tell me if B&B has e-mail address and if they send outside the
USA? Thank you very much.
Santiago
Espacio para todos tus mensajes, antivirus y antispam gratis!
Abr tu cuenta ya! - http://correo.yahoo.com.ar
Message 4
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Hi Santiago,
I stopped in the B&B booth at Sun-N-Fun and asked if they had a website. Unfortunately
they only have the phone number 913-884-5930. I guess you could call
them and ask about shipping to Argentina. Good Luck!
Ben
----- Original Message -----
From: santiago morete
To: pietenpol-list@matronics.com
Sent: Saturday, April 23, 2005 7:04 PM
Subject: Pietenpol-List: Turnbuckles
I'm trying to find cheap turnbuckles (very difficult, since I live in Argentina)
.Can somebody tell me if B&B has e-mail address and if they send outside the
USA? Thank you very much.
Santiago
__________________________________________________
Espacio para todos tus mensajes, antivirus y antispam =A1gratis!
=A1Abr=ED tu cuenta ya! - http://correo.yahoo.com.ar
Message 5
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| Subject: | Re: Elevator and Rudder Control Horns |
Corky and Nathan,
Nathan commented that the plans set up felt like an abnormal amount of
movement. I'm curious - What did he mean by this ? During the landing and take
off, it is completely normal to be dancing on the rudder. For the rudder, it
seems he meant it needed more deflection of the control surface with the same
amount of movement of the rudder bar. This is what you will get, if you move
the holes on the horn from 5" outboard of the hinge, to 3 1/2 to 4" outboard
of the hinge. A change in distance of 1 to 1 1/2 on the rudder horn, is a
considerable amount. The trade off will be a very sensitive rudder in cruise
flight. You'll be constantly chasing the ball back and forth. I believe you
have rudder pedals, as opposed to the rudder bar. Do you already have the point
on the rudder pedal located ? You can also alter this ratio with that attach
point. Before you drill the holes, I would suggest you somehow clamp the
cables in the anticipated position, and carefully try it out while sitting in the
cockpit. Just remember to place the rudder stops to keep the rudder from
touching the flippers (elevators).
My own experience with well over 200 hours in my Piet, is that I have
NEVER ran out of rudder authority. When entering a turn, I lead the turn with
a
tiny bit of rudder, which helps cooridinate the turn. Adverse Yaw is a way of
life with vintage designs. Even in my cross country flights, it is seldom
that I have to make landings in severe crosswinds. There is almost always a
place to put 'er down with less than a 10 kt crosswind component. If need be,
I
land a little bit diagonally on the runway, while keeping the upwind wing low,
and touching down on the upwind wheel. The rule of thumb for maximum
crosswind component is 25% of the stall speed. If it is more than a 10 kt crosswind
component, you don't have any business out there in those conditions.
As for pitch control, the power setting is an effective pitch control due
to the penduleum effect. This becomes even more pronounced, with the longer
cabane struts.
In my opinion, I have found harmony with all the flight control surfaces,
and wouldn't change a thing. I did about 6 or 8 landings this evening, with
about 15 to 18 down the runway. By dragging the tail in before the mains
touch, is the only way I can get a decent full stall landing. I didn't have to
do
that when I just had a tail SKID back there. With a tail wheel back there,
it raises the tail to a point where the wing is not done flying yet, in the 3
point attitude, and a couple of bounces are in order. In windy crosswind
conditions, a wheel landing is preferred. I have also found a wheel landing is
preferred when I have a passenger on board, or when landing on a hard surface
runway.
Chuck G.
enjoying the challenges of the wind, however, I refuse to fly if a tornado is
near by...
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