Today's Message Index:
----------------------
1. 06:23 AM - Re: Interested in Piets (Robert Gow)
2. 06:55 AM - cable fabrication (Catdesigns)
3. 07:21 AM - Re: cable fabrication (Gene Rambo)
4. 12:02 PM - GN1 project available (MICHAEL SILVIUS)
5. 12:47 PM - Re: Re: Bowers Pietenpol Article (Tom Winter)
6. 02:59 PM - Re: cable fabrication (Gene & Tammy)
7. 07:41 PM - A Glimps of WW1 RFC History (johnwoods@westnet.com.au)
8. 11:54 PM - Re: cable fabrication (Catdesigns)
Message 1
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| Subject: | Interested in Piets |
Neither. Slow motion photography reveals that they fly up to the ceiling ,
reach up with their forward legs and grip the ceiling then flip themselves
into an inverted position.
Bob
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of Clif Dawson
Sent: August 11, 2007 3:06 AM
To: pietenpol-list@matronics.com
Subject: Re: Pietenpol-List: Interested in Piets
So how does a fly land on your kitchen ceiling? Half roll or half loop?
:-)
Clif
Corky, I believe Webster's lists "Texas A & P"
as "A farmer living near the Mexico border that raises Angus & pigs,
knowing they will draw flies. The Texas A & P will spend the day laying on
his back watching how the flys fly in order to discover the secret of
flight." Because of their obvious superior intellect, other Texans hire
them to get rid of the bugs in their flying machines."
Gene -----
Message 2
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| Subject: | cable fabrication |
I am needing to make the four brace wires for the wood landing gear. Any
suggestions on how much to screw in the turnbuckle when I measure the length
needed? Any idea of the amount of stretch to expect with 1/8"-inch cable.
Basically the question is, approximately how much shorter then the measured
distance do I make the cable. I know about the three threads out and four in
specification for turnbuckles. Or is it just a wasteful trial and error type
thing.
Thanks
Chris Tracy
Sacramento, Ca
Website at http://www.Westcoastpiet.com
Message 3
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| Subject: | Re: cable fabrication |
no threads showing. There is no stretch and you'll be surprised how
much slack comes out with a little tightening.
Gene
----- Original Message -----
From: Catdesigns<mailto:catdesigns@comcast.net>
To: pietenpol-list@matronics.com<mailto:pietenpol-list@matronics.com>
Sent: Monday, August 13, 2007 9:54 AM
Subject: Pietenpol-List: cable fabrication
<catdesigns@comcast.net<mailto:catdesigns@comcast.net>>
I am needing to make the four brace wires for the wood landing gear.
Any
suggestions on how much to screw in the turnbuckle when I measure the
length
needed? Any idea of the amount of stretch to expect with 1/8"-inch
cable.
Basically the question is, approximately how much shorter then the
measured
distance do I make the cable. I know about the three threads out and
four in
specification for turnbuckles. Or is it just a wasteful trial and
error type
thing.
Thanks
Chris Tracy
Sacramento, Ca
Website at http://www.Westcoastpiet.com<http://www.westcoastpiet.com/>
http://www.matronics.com/Navigator?Pietenpol-List<http://www.matronics.co
m/Navigator?Pietenpol-List>
Message 4
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| Subject: | GN1 project available |
see ebay item # 250153236945
I am not in the market my self but looks like a nicely done project so far
michael
Message 5
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| Subject: | Re: Bowers Pietenpol Article |
Cliff, Thank you! But there appears to be a page missing. Page 61?
button 1 gives p. 56.
Button 2. gives p. 57.
3. p. 58.
4. p. 59. Text ends "...built by"
5. No page number: pictures and caption only. Apparently page 60.
6. "Continued from page 61." Text begins "and gussets by ..."
7. PIETENPOLS, Continued. p. 88.
8. p. 89.
9. p. 90.
Message 6
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| Subject: | Re: cable fabrication |
Chris,
For what it is worth, when I was making up my new drag wires I allowed half
the threads on the turnbuckle to show when making up the cable. Once made,
I screwed the turn buckle in until no threads showed and the tension seemed
just right. One neat little trick that worked well for me was before I
swaged the nicopress sleeves I placed a electrican's 1/8" wire saddle (not
sure if that is the right name or not but it is what electricans use to
attach one wire along side of another. It is in the shape of a U with a nut
that screws down forcing a wedge that holds the wire to the bottom of the
U). They can be bought at any electrical supply store. I put the nicopress
sleeve on and put the wire saddle on behind it and tightened it down. It
would hold the wire in place while I tightened the turnbuckle to check to
see if it would be the right length. Once I was happy with the length, it
held the sleeve while I nicopressed it. Sorry if all that is as clear as
mud.
Gene
Message 7
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| Subject: | A Glimps of WW1 RFC History |
Pieters,
I thought I would share this with you.
Hope it brings a smile to your face as it did to mine :)
Never know, the flying tips may be helpful in flying the Piet!
Enjoy,
JohnW
WW1 ROYAL FLYING CORPS MONTHLY SAFETY REPORT
December 1917
(Extracted from a Daedalian Foundation Newsletter)
INTRODUCTION
Another good month. In all, a total of 35 accidents were reported,
only six of which were avoidable. These represented a marked
improvement over the month of November during which 84 accidents
occurred, of which 23 were avoidable. This improvement, no doubt, is
the result of experienced pilots with over 100 hours in the air
forming the backbone of all the units.
RESUME OF ACCIDENTS
1. Avoidable accidents this last month:
a. The pilot of a Shorthorn, with over 7 hours of experience,
seriously damaged the undercarriage on landing. He had failed to land
at as fast a speed as possible as recommended in the Aviation Pocket
Handbook.
b. A B.E.2 stalled and crashed during an artillery exercise. The
pilot had been struck on the head by the semaphore of his observer
who was signaling to the gunners.
c. Another pilot in a B.E.2 failed to get airborne. By an error of
judgment, he was attempting to fly at mid-day instead of at the
recommended best lift periods, which are just after dawn and just
before sunset.
d. A Longhorn pilot lost control and crashed in a bog near Chipping-
Sedbury. An error of skill on the part of the pilot in not being able
to control a machine with a wide speed band of 10 MPH between top
speed and stalling speed.
e. While low flying in a Shorthorn the pilot crashed into the top
deck of a horse drawn bus near Stonehenge.
f. A B.E.2 pilot was seen to be attempting a banked turn at a
constant height before he crashed. A grave error by an experienced
pilot.
2. There were 29 unavoidable accidents from which the following are
selected:
a. The top wing of a Camel fell off due to fatigue failure of the
flying wires. A successful emergency landing was carried out.
b. Sixteen B.E.2s and 9 Shorthorns had complete engine failures. A
marked improvement over November's fatigue.
c. Pigeons destroyed a Camel and 2 Longhorns after mid-air strikes.
COST OF ACCIDENTS during the last three months of 1917 cost 317
pounds, 10 shillings, sixpence, money down the drain and sufficient
to buy new gaiters and spurs for each and every pilot and observer in
the Service.
ACCIDENT BRIEFS
No.1 Brief:
No. 912 Squadron, 3 December 1917,
Aircraft type B.E. 2C, No. XY 678,
Total solo - 4.0,
Pilot Lt. J. Smyth-Worthington,
Solo in type - 1.10.
The pilot of this flying machine attempted to maintain his altitude
in a turn at 2,500 feet. This resulted in the aeroplane entering an
unprecedented manoeuvre, entailing a considerable loss of height.
Even with full power applied and the control column fully back, the
pilot was unable to regain control. However, upon climbing from the
cockpit onto the lower mainplane, the pilot managed to correct the
machines altitude, and by skilful manipulation of the flying wires
successfully sideslipped into a nearby meadow.
Remarks:
Although through inexperience, this pilot allowed his aeroplane to
enter an unusual attitude, his resourcefulness in eventually landing
without damage has earned him a unit citation. R.F.C.
Lundsford-Magnus is investigating the strange behavior of this
aircraft.
No. 2 Brief:
No. 847 Squadron, 19 December 1917,
Aircraft type Spotter Balloon J17983,
Total solo 107.00.
Pilot Capt. D. Lavendar, Solo in type 32.10. Captain Lavendar of the
Hussars, a balloon observer, unfortunately allowed the spike of his
fulldress helmet to impinge against the envelope of his balloon.
There was a violent explosion and the balloon carried out a series of
fantastic and uncontrollable maneuvers, whilst rapidly emptying
itself of gas. The pilot was thrown clear and escaped injury, as he
was lucky enough to land on his helmet.
Remarks:
This pilot was flying in full-dress uniform because he was the
Officer of the Day. In consequence, it has been recommended that
pilots will not fly during periods of duty as Officer of the Day.
Captain Lavendar has subsequently requested an exchange posting to
the Patroville Alps, a well known mule unit of the Basques.
No. 3 Brief:
Summary of No. 43 Brief, October 1917. Major W. deKitkag-Watney's
Nieuport Scout was extensively damaged when it failed to become
airborne. The original Court of Inquiry found that the primary cause
of the accident was carelessness and poor airmanship on the part of a
very experienced pilot. The Commandant General, however, not being
wholly convinced that Major de Kitkag-Watney could be guilty of so
culpable a mistake ordered that the Court should be reconvened. After
extensive inquiries and lengthy discussions with the Meteorological
Officer and Astronomer Royal, the Court came to the conclusion that
the pilot unfortunately was authorised to fly his aircraft on a day
when there was absolutely no lift in the air and therefore could not
be held responsible for the accident. The Court wishes to take this
opportunity to extend its congratulations to Major de Kitkag-Watney
on his reprieve and also on his engagement to the Commandant
General's daughter, which was announced shortly before the accident.
FLYING SAFETY TIPS
Horizontal turns.
To take a turn the pilot should always remember to sit upright,
otherwise he will increase the banking of the aeroplane. He should
NEVER lean over.
Crash precautions:
Every pilot should understand the serious consequences of trying to
turn with the engine off. It is much safer to crash into a house when
going forward than to sideslip or stall a machine with engine
troubles.
Passengers should always use safety belts, as the pilot may start
stunting without warning. Never release the belt while in the air, or
when nosed down to land.
Engine noises.
Upon the detection of a knock, grind, rattle or squeak, the engine
should be at once stopped. Knocking or grinding accompanied by a
squeak indicates binding and a lack of lubricant.
WATCH THAT FIRST STEP
It was conceded by all that the pilot had accomplished a brilliant
piece of work in landing his disabled machine without damage under
the circumstances. It is not with intent to reflect less credit upon
his airmanship, but it must be noted that he is a well experienced
aviator with over 40 total hours in the air, embracing a wide variety
of machines, and this was his seventh forced landing due to complete
failure of the engine. It was doubly unfortunate that upon alighting
from his machine he missed the catwalk on the lower airfoil and
plunged both legs through the fabric, straddling a rib, from which he
received a grievous personal injury. Some thought should be devoted
to a means of identifying wing-traversing catwalks to assist aviators
in disembarking from their various machines.
Message 8
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| Subject: | Re: cable fabrication |
Thanks Gene and Gene, humm I guess only Gene's know how make cables.
Anyway I'll give it a try when I get back in town.
Chris Tracy
Sacramento, Ca
Website at http://www.Westcoastpiet.com
do not archive
----- Original Message -----
From: Gene Rambo
To: pietenpol-list@matronics.com
Sent: Monday, August 13, 2007 7:20 AM
Subject: Re: Pietenpol-List: cable fabrication
no threads showing. There is no stretch and you'll be surprised how
much slack comes out with a little tightening.
Gene
----- Original Message -----
From: Catdesigns
To: pietenpol-list@matronics.com
Sent: Monday, August 13, 2007 9:54 AM
Subject: Pietenpol-List: cable fabrication
<catdesigns@comcast.net>
I am needing to make the four brace wires for the wood landing gear.
Any
suggestions on how much to screw in the turnbuckle when I measure
the length
needed? Any idea of the amount of stretch to expect with 1/8"-inch
cable.
Basically the question is, approximately how much shorter then the
measured
distance do I make the cable. I know about the three threads out and
four in
specification for turnbuckles. Or is it just a wasteful trial and
error type
thing.
Thanks
Chris Tracy
Sacramento, Ca
Website at http://www.Westcoastpiet.com nbsp; Features
Subscriptions title=http://www.matronics.com/Navigator?Pietenpol-List
href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.mat
p; available via title=http://forums.matronics.com/
href="http://forums.matronics.com">http://forums.matronics.com
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