Today's Message Index:
----------------------
0. 12:47 AM - What's My Contribution Used For? (Matt Dralle)
1. 05:26 AM - Machine gun plans (Richard Carden)
2. 01:51 PM - Re: Lockable Tailwheels (Jack Phillips)
3. 03:12 PM - No nails in spars (Michael Perez)
4. 04:07 PM - lockable tailwheels (Richard Schreiber)
5. 05:57 PM - stall speeds (Oscar Zuniga)
6. 06:21 PM - Re: stall speeds (Skip Gadd)
7. 06:23 PM - Re: Machine gun plans (Darrel Jones)
8. 07:17 PM - Re: No nails in spars (gcardinal)
9. 08:07 PM - elevator trim (Oscar Zuniga)
10. 08:12 PM - Re: stall speeds (Jeff Boatright)
11. 10:46 PM - Re: Machine gun plans (Clif Dawson)
Message 0
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| Subject: | What's My Contribution Used For? |
Dear Listers,
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Matt Dralle
Email List Administrator
Message 1
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| Subject: | Machine gun plans |
I've had no success in reaching the gentleman in Kansas City who
reportedly has a booklet or set of instructions for making the
propane machine gun as per the kcdawnpatrol website. If anyone has
these instructions and is finished with them, I'd be happy to buy
them. Thanks, Dick Carden
Message 2
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| Subject: | Lockable Tailwheels |
You are correct, Lloyd. SNJ's and AT-6's had true locking tailwheels that,
once locked, were unlocked by pushing the stick full forward. I believe the
P-51 had the same arrangement. I believe DC-3's also had a tailwheel that
could be locked straight ahead for takeoff and landing, then unlocked to
facilitate low speed ground handling.
Jack Phillips
NX899JP
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Lloyd Smith
Sent: Saturday, November 15, 2008 7:40 PM
Subject: Re: Pietenpol-List: Lockable Tailwheels
I think this clarifies some confusion, because there were aircraft that had
true "locking tailwheels" that locked in the straight forward position when
the stick was held in a certain position (something makes me think full
forward). Anyone with high horse power tailwheel time can probably clarify
this. Your style of "locking tailwheel" can be forced out of it's detent by
a particularly strong gust, just the same as pushing sideways on the tail in
order to get it to swivel into position to push into the hangar.
On Sat, Nov 15, 2008 at 7:23 PM, Jim Ash <ashcan@earthlink.net> wrote:
For clarification's sake, my Scott tailwheel is called a locking tailwheel.
By that definition, there is an additional moving mechanism between the
wheel and the bellcrank. The 'locked' state means that this mechanism is
engaged and locks the bellcrank to the wheel, becoming a steerable
tailwheel. The 'unlocked' position disengages the bellcrank from the wheel
and allows it to caster a full 360 degrees.
'Full 360 degrees' is actually kind of a lie. If the tailwheel is castered
around to the straight rear positon, it will automatically lock again. This
is how to get it to lock. To unlock it requires side pressure to 'break it
loose'. Sometimes snapping the pedals quickly (with the wheel on the ground)
will unlock it also. I suspect there's a littel ball-and-sprint detent
mechanism inside it.
Locked, by this definition does not imply 'locked straight forward' so much
as 'locked to the bellcrank'.
Is this everybody else's understanding?
Jim Ash
-----Original Message-----
>From: Richard Schreiber <lmforge@earthlink.net>
>Sent: Nov 15, 2008 6:30 PM
>To: pietenpol-list@matronics.com
>Subject: Re: Pietenpol-List: Lockable Tailwheels
>
>I have only had 1 landing in a tailwheel aircraft, a Luscomb about a month
ago. Due to my inexperience in tailwheel landings what I was wondering (or
maybe not understanding) is this. I plan on installing a steerable
tailwheel. Do I need to have or is it desirable to have the tailwheel
lockable. Will I gain that much stability in crosswind takeoffs and landings
if the tailwheel will lock? I am not that concerned about having the wheel
be full castering for ground maneuvering when I need to put the Piet in a
hangar.
>
>Rick Schreiber
>----- Original Message -----
>From: shad bell
>To: pietenpol-list@matronics.com
>Sent: 11/15/2008 5:13:05 PM
>Subject: Re: Pietenpol-List: Lockable Tailwheels
>
>
>We flew NX92GB for the 1st 2 years with a fixed non steerable t/w. Taxi
was a "think 5 min ahead" type of ordeal. It was fine on grass, but could
get dicy on a paved runway with a crosswind. All was well untill that
transition time where the rudder became inefective, but you still had
forward speed, and it would weather vane. The brakes are not really strong
so a blast of power and rudder was required to keep it on the runway. The
1st time I experianced it I had to think quickly, after flying champs I was
used to the tailwheel traction to steer in that situation. I would recomend
at least a steerable T/W for your piet, unless you plan on never landing on
hard surfaced runways.
>
>Shad
>
>
Message 3
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| Subject: | No nails in spars |
Anyone flying a Piet. that has no nails on the vertical rib supports to the
spars?- The plan calls for them, but I know we have omitted other shown
nails, (gussets) so why not these?
Message 4
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| Subject: | lockable tailwheels |
thanks to everyone who responded about lockable tailwheels. I finally understand
the differences. I plan on building my own (with steering) similar to what
Don Emch and Greg Cardinal/Dale Johnson have done.
Rick Schreiber
Valaparaiso IN
Richard Schreiber
lmforge@earthlink.net
Message 5
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Howdy=2C Pietenpolers-
In preparation for experimenting with vortex generators on the wings and ho
rizontal stabilizer of 41CC
(close your ears=2C purists!)=2C I went up this afternoon to run a stall se
ries to get a rough idea of what
the stall speeds are for my airplane. It was a cool afternoon with a light
breeze=2C just me aboard and
half a tank of fuel. That's as scientific as I'm going to get up to this p
oint. I took the airplane up to
about 2500 ft. (climbed like a rocket in the cool air) and did stalls power
-off and power-on. The pitot
gets a little crazy during power-on stalls due to the extreme angle and the
propwash=2C so the airspeed
needle jumps around quite a bit and I'm sure the readings aren't very accur
ate=2C but I'll get relative
numbers "before and after" anyway.
Power-off stalls happen at 37-38 MPH and power-on happen at about 32-34 ind
icated. The airplane
has to be stalled briskly or it will just go nose-high and mush without muc
h of a break at the stall.
The nose will then bob up and down in and out of stall. Bringing the nose
up crisply and quickly will
bring it to a more noticeable stall. Rudders are required to keep the nose
straight.
Oscar Zuniga
Air Camper NX41CC
San Antonio=2C TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 6
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Oscar,
P. F. Beck has vortex generators on his Corvair Piet. He told me they reduced the
stall enough that he thought they were worthwhile, I don't remember the numbers.
Skip
----- Original Message -----
From: Oscar Zuniga
Sent: 11/16/2008 9:01:09 PM
Subject: Pietenpol-List: stall speeds
Howdy, Pietenpolers-
In preparation for experimenting with vortex generators on the wings and horizontal
stabilizer of 41CC
(close your ears, purists!), I went up this afternoon to run a stall series to
get a rough idea of what
the stall speeds are for my airplane. It was a cool afternoon with a light breeze,
just me aboard and
half a tank of fuel. That's as scientific as I'm going to get up to this point.
I took the airplane up to
about 2500 ft. (climbed like a rocket in the cool air) and did stalls power-off
and power-on. The pitot
gets a little crazy during power-on stalls due to the extreme angle and the propwash,
so the airspeed
needle jumps around quite a bit and I'm sure the readings aren't very accurate,
but I'll get relative
numbers "before and after" anyway.
Power-off stalls happen at 37-38 MPH and power-on happen at about 32-34 indicated.
The airplane
has to be stalled briskly or it will just go nose-high and mush without much of
a break at the stall.
The nose will then bob up and down in and out of stall. Bringing the nose up crisply
and quickly will
bring it to a more noticeable stall. Rudders are required to keep the nose straight.
Oscar Zuniga
Air Camper NX41CC
San Antonio, TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 7
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| Subject: | Re: Machine gun plans |
Richard Carden wrote:
> <flywrite@verizon.net>
>
> I've had no success in reaching the gentleman in Kansas City who
> reportedly has a booklet or set of instructions for making the propane
> machine gun as per the kcdawnpatrol website. If anyone has these
> instructions and is finished with them, I'd be happy to buy them.
> Thanks, Dick Carden
Richard and the group,
I am also looking for the propane machine gun plans. I didn't want to
re-invent the wheel trying to come up with one for my airplane. Please
let me know what you find.
Thanks,
Darrel Jones,
Pfeifer Sport NX154JP
Sonoma, CA
Message 8
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| Subject: | Re: No nails in spars |
Michael,
The ribs on NX18235 are attached to the spar with T-88, not nails. I
think this far more common than nailing the ribs to the spars.
Greg Cardinal
----- Original Message -----
From: Michael Perez
To: pietenpol-list@matronics.com
Sent: Sunday, November 16, 2008 5:12 PM
Subject: Pietenpol-List: No nails in spars
Anyone flying a Piet. that has no nails on the vertical rib
supports to the spars? The plan calls for them, but I know we have
omitted other shown nails, (gussets) so why not these?
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
Message 9
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I took a few pictures of my elevator trim system and put them up on a webpa
ge today=2C at
http://www.flysquirrel.net/piets/trim.htmlOscar Zuniga
Air Camper NX41CC
San Antonio=2C TX
mailto: taildrags@hotmail.com
website at http://www.flysquirrel.net
Message 10
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| Subject: | Re: stall speeds |
Oscar,
We, too, plan to install VGs. Did you make yours, or buy 'em?
Our power-off stall with two on board and 12 gal in the fuselage tank
is 38-40 mph. Don't know what the power-on stall is - I keep my eyes
closed for those! =-O
There is a definite break with either type of stall, no need to bring
the nose up crisply. Heavy right wing drop, very consistent. I put
both those down to the aluminum wrap used for the leading edge
(rather than the plywood skin called for in the plans). Really a bad
modifications - gives a very lumpy leading edge. One of the few
mistakes the original builder made, IMO.
Jeff
>Howdy, Pietenpolers-
>...
>
>Power-off stalls happen at 37-38 MPH and power-on happen at about
>32-34 indicated. The airplane
>has to be stalled briskly or it will just go nose-high and mush
>without much of a break at the stall.
>The nose will then bob up and down in and out of stall. Bringing
>the nose up crisply and quickly will
>bring it to a more noticeable stall. Rudders are required to keep
>the nose straight.
>
>Oscar Zuniga
>Air Camper NX41CC
>San Antonio, TX
>mailto: <mailto:taildrags@hotmail.com>taildrags@hotmail.com
>website at http://www.flysquirrel.net
Message 11
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| Subject: | Re: Machine gun plans |
Try this;
http://www.kcdawnpatrol.org/machine-gun.htm
Clif
> I am also looking for the propane machine gun plans. I didn't want to
> re-invent the wheel trying to come up with one for my airplane. Please
> let me know what you find.
>
> Thanks,
> Darrel Jones,
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