---------------------------------------------------------- Pietenpol-List Digest Archive --- Total Messages Posted Sat 04/23/05:5 ---------------------------------------------------------- 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 _____________________________________ Time: 05:25:41 AM PST US s=s1024; d=yahoo.com; b=hwaxtzBaXJyG8unyIUuYr1eT+B0/A0x0cI9+bUGNntRWeO4YKV6j8A9lityhAZcnoBQ0PcfCkyl7sM6tKun8a5rarNIuj9EPNHcUp7IPLfrUxmsactJcLxYmpnKf+HNwEF4Gy6feBDGZ9Py3SWYPlg7blQ2cemfwf8yZUjDaS+Y= ; From: AVIATION GROUP Subject: RE: Pietenpol-List: NX registration? AVIATION News is to view & share your valuable comments and the latest trends and happenings in the aviation industry. Please click on the attached yahoo group link site to share & receive the updates on the latest happenings, business ventures, business opportunities, Air Shows and Exhibitions, New Aircraft releases, and certifications, Career news, Appointments etc. http://groups.yahoo.com/group/AVIATION-NEWS/ Please take few moments recommend us to your near & dears in the industry. We welcome your valuable comments and updates. "Phillips, Jack" 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 _____________________________________ Time: 10:08:01 AM PST US From: Isablcorky@aol.com Subject: Pietenpol-List: 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 _____________________________________ Time: 04:05:29 PM PST US From: santiago morete 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 gratis! Abr tu cuenta ya! - http://correo.yahoo.com.ar ________________________________ Message 4 _____________________________________ Time: 06:09:48 PM PST US From: "Ben Charvet" Subject: Re: Pietenpol-List: Turnbuckles 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 _____________________________________ Time: 10:34:38 PM PST US From: Rcaprd@aol.com Subject: Re: Pietenpol-List: 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...