Today's Message Index:
----------------------
1. 06:07 AM - Re: A Glimps of WW1 RFC History (Jim Markle)
2. 08:48 AM - A Glimps of WW1 RFC History (Martin Vandenbroek)
3. 09:43 AM - Re: Re: Elv and rudder hinges (Dave Abramson)
4. 10:08 AM - Re: Re: Elv and rudder hinges (Glenn W. Thomas)
5. 02:32 PM - Adhesive comparison test results (AMsafetyC@aol.com)
6. 04:14 PM - Re: Adhesive comparison test results (GlennThomas@flyingwood.com)
7. 06:34 PM - Trade a Piet for a Cozy? (Oscar Zuniga)
8. 10:22 PM - Re: Re: Bowers Pietenpol Article (Clif Dawson)
9. 10:31 PM - Re: Adhesive comparison test results (Clif Dawson)
Message 1
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| Subject: | Re: A Glimps of WW1 RFC History |
Thanks, very interesting! My favorite is the wording, appropriate for the
era, for the last incident...where the pilot received "grievous personal
injury".
JM
----- Original Message -----
From: <johnwoods@westnet.com.au>
Sent: Monday, August 13, 2007 9:40 PM
Subject: Pietenpol-List: 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 2
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| Subject: | A Glimps of WW1 RFC History |
Piet Fraternity:
I suspect that the "Glimps" at the early Brits aviation
shenanigans was written some time ago as a tongue-in-cheek satirical
look at early aviation. Non-flying types would fall for many of the
accident stories but the balloon caper, engagement and landing on
one's helmet give the farce away.
Thanks anyway for the chuckles!
Martin: with Grega GN-1 in sunny CA soon to be in steamy OK.
Do not archive.
--
The man who reads nothing at all is better educated than the man who
reads nothing but newspapers.
Thomas Jefferson (1743 - 1826)
Message 3
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| Subject: | Re: Elv and rudder hinges |
Hey Carson,
I don't know if you mean me, but I got hinges from Mr. Kapler. They are
VERY nice! I have misplaced the contact info (phone #) I am sure someone
on the list will know Vitalis Kapler's Phone #.
Can anyone out there help?????????
Cheers,
Dave
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com]On Behalf Of carson
Sent: Sunday, August 12, 2007 8:50 AM
Subject: Pietenpol-List: Re: Elv and rudder hinges
Hi Dave
Did you find Vi Kapler ?
I would like to know the details so I can also get some hinges from him,I
have read on another site that he makes many other Piet parts as well.
Thanks
Carson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128748#128748
Message 4
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| Subject: | Re: Elv and rudder hinges |
I just remembered I got his business card at Brodhead and have with me
right now! ...and his hinges look very nice.
This is what's on his card:
Vitalis Kapler
1033 Forest Hill Dr. SW
Rochester, MN 55902
(507) 288-3322
Evenings CST
Message 5
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| Subject: | Adhesive comparison test results |
I know this has been beaten around a bunch and not to ad to the confusion of
what glue is best the latest test results are out on glue comparisons, some
pretty interesting stuff when considering selecting adhesives for your
project.
Enjoy
John
http://discover.aol.com/memed/aolcom30tour
Message 6
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| Subject: | Re: Adhesive comparison test results |
I guess the redeeming value in the article (although I will read it more
closely later) is while there is not an advantage to using slowset
epoxy, there is also no disadvantage (for those of us who used T-88).
Is the article written with moisture and common aircraft application in
mind? Thanks for sharing the info. It's interesting to read about
things like this.
Glenn W. Thomas
Storrs, CT
http://www.flyingwood.com
Message 7
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| Subject: | Trade a Piet for a Cozy? |
If anyone is interested, I got an email from Pat Panzera, owner/editor of
Contact! magazine and administrator of its charitable trust. He writes:
>We were recently donated a Cozy MKIII in flying but disassembled condition.
>It was built, primered, flown a few times and parked. The owner/builder
>got sick
>and decided he was done flying. Would you consider trading it for your
>Piet?
[I said "no" as far as NX41CC.]
>Know anyone who would want to trade it for a flying Piet?
[I offered to post this to the Piet list in case anyone is interested.]
Pictures at http://www.contactmagazine.com/classifieds/cozymkiii.html and
direct all inquiries to Pat, not to me. All his contact information is
right there on that page. I assume the project is now at Pat's place in
Hanford, California (Bakersfield area).
Oscar Zuniga
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
_________________________________________________________________
More photos, more messages, more storageget 2GB with Windows Live Hotmail.
Message 8
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| Subject: | Re: Bowers Pietenpol Article |
Yes, something IS missing. Now I'm going to have to range
through MY shelves of old magazines. I'll find the silly thing.
It may take a while though.
Hey Robert! You win the prize. You're now officialy a
fly watching Texas A&P! :-) :-)
Clif
>
> 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 9
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| Subject: | Re: Adhesive comparison test results |
I've got that article and it's written for the general woodworking
community.
Definitely not with either airplane or boat building in mind.
The one thing confirmed for me is NOT to use Gorilla glue.
Clif
I guess the redeeming value in the article (although I will read it
more closely later) is while there is not an advantage to using slowset
epoxy, there is also no disadvantage (for those of us who used T-88).
Is the article written with moisture and common aircraft application in
mind? Thanks for sharing the info. It's interesting to read about
things like this.
Glenn W. Thomas
Storrs, CT
http://www.flyingwood.com
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8/13/2007 10:15 AM
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