Today's Message Index:
----------------------
1. 07:18 AM - Re: magnets (regchief)
2. 08:52 AM - Re: Re: magnets (Dave Nielsen)
3. 09:29 AM - Re: Re: magnets (Amsafetyc)
4. 09:59 AM - Re: tail incidence, gap seals, and hangar friends (C N Campbell)
5. 11:02 AM - Air Camper for sale in UK. (Gerry Holland)
6. 11:28 AM - Re: tail incidence, gap seals, and hangar friends (Gmail)
7. 03:00 PM - New Piet pilot. (tools)
8. 03:56 PM - Piet People- Hi again from Japan (Mark Stanley)
9. 04:10 PM - Re: Piet People- Hi again from Japan (Gary Boothe)
10. 04:12 PM - Re: magnets (flea)
11. 05:50 PM - Re: Piet People- Hi again from Japan (Mark Stanley)
12. 06:29 PM - Piet builders in northern ill southern wi. (schuerrman)
13. 08:24 PM - Fw: One of the Best Flying Stories ever. (Clif Dawson)
Message 1
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or maybe why they are easier to tip to the north, when they are pointing east or
west.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360671#360671
Message 2
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If anyone is interested they are called rumen magnets. The are forced down
the throat of calves. They remain in the first stomach to pick up scrap met
al that may be ingested. You can go to the packing house and get all of the
m you want. They generally salvage them when the cattle are put down and pr
ocessed. Now everybody knows.
"Bat Cave" Dave
-----Original Message-----
From: regchief <kbosley@comcast.net>
Sent: Sun, Dec 11, 2011 10:19 am
Subject: Pietenpol-List: Re: magnets
or maybe why they are easier to tip to the north, when they are pointing ea
st or
est.
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=360671#360671
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Message 3
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Great explanation except for the confusion as to what end they actually go i
n and what remedy is there for non ferris metals consumption?
Although an educational an enlightening topic Ryan has laid before us and la
cking in any association to the construction of a Pietenpol, by all means pl
ease
DO NOT ARCHIVE
John
Sent from my iPhone
On Dec 11, 2011, at 11:48 AM, Dave Nielsen <sentuchows@aol.com> wrote:
> If anyone is interested they are called rumen magnets. The are forced down
the throat of calves. They remain in the first stomach to pick up scrap met
al that may be ingested. You can go to the packing house and get all of them
you want. They generally salvage them when the cattle are put down and proc
essed. Now everybody knows.
>
> "Bat Cave" Dave
>
>
> -----Original Message-----
> From: regchief <kbosley@comcast.net>
> To: pietenpol-list <pietenpol-list@matronics.com>
> Sent: Sun, Dec 11, 2011 10:19 am
> Subject: Pietenpol-List: Re: magnets
>
>
> or maybe why they are easier to tip to the north, when they are pointing e
ast or
> west.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=360671#360671
>
>
>
>
>
>
>
> _blank>www.aeroelectric.com
> /" target=_blank>www.buildersbooks.com
> =_blank>www.homebuilthelp.com
> blank>http://www.matronics.com/contribution
> " target=_blank>http://www.matronics.com/Navigator?Pietenpol-List
> p://forums.matronics.com
> blank>http://www.matronics.com/contribution
>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
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=========
==========================
=========
>
Message 4
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| Subject: | Re: tail incidence, gap seals, and hangar friends |
Oscar, have a nice trip!
Do not archive
----- Original Message -----
From: "Oscar Zuniga" <taildrags@hotmail.com>
Sent: Sunday, December 11, 2011 12:09 AM
Subject: Pietenpol-List: tail incidence, gap seals, and hangar friends
>
>
> This post has nothing to do with tail incidence and gap seals except to
> say that
> if you build an Air Camper to the plans and know how to fly stick and
> rudder, you
> will never know or care much about tail incidence, gap seals, symmetrical
> airfoils, or
> V-tail Bonanazas. You will fly the airplane and love it! Don't
> over-think the
> tailplane geometry, symmetry, aerodynamics, or any of it. Build to plans
> and you
> can tinker with that stuff (like Jack has) later.
>
> I have flown Scout from both cockpits. I prefer flying it from the rear
> because
> there is more room there, it's easier to get in and out (although not by
> much, in
> my case), and as others have mentioned, the visibility is better there.
> From the
> rear cockpit you can see what the wing, ailerons, tail, and landing gear
> are doing
> as well. In the case of Scout, the rear cockpit is the only position that
> has a
> fuel shutoff valve, carb heat control, and brakes (if those matter to
> you). What I
> liked about flying from the front cockpit (dual, since my airplane cannot
> be
> soloed from the front cockpit and stay within posted W&B limits)- was the
> exhilarating
> sensation of having the prop and cooling eyebrows *right there* in front
> of me,
> and of being literally right over the landing gear and right under the
> wing. It
> was like driving a sports car, because in the front cockpit you are almost
> at the
> most magical focal point of where everything in the airplane is
> triangulated, and
> in fact you really are, at least as far as the four forces that act on the
> airplane (lift, gravity, thrust, and drag). It was fun, but not for long
> and
> relaxed flying. What I do enjoy is flying navigator position up in the
> front
> cockpit with my hangar mate Craig flying the airplane in back. Almost
> like back
> in the early days of flying. We hope to ferry the airplane from Texas to
> Oregon
> next spring in just that fashion... him flying the airplane, me up front
> with
> the GPS and maps, and my hands waving in the propwash, pointing the
> direction.
>
> Last of all, it was a great joy to see friend and Piet restorer John
> Kuhfahl today
> at the hangar as I was loading all of my tools and "junk" into the UHaul
> to move
> it back to Texas. John has been silent on the list for awhile, busy with
> family duties, but still looking forward to joining up on my wing one of
> these
> days when he gets his restoration completed and begins to understand why
> these
> airplanes not only hook us on the ground as we enjoy working with wood and
> fabric,
> but then we get to fall in love with flying all over again as they show us
> what real flying is all about. True, honest, and genuine stick and rudder
> aviation. If you learn to fly in these airplanes, you learn to FLY.
> Period.
>
> Merry Christmas, all y'all, and I'll be on Interstate 10 west to Phoenix
> and then
> the L.A. basin by Tuesday, then turning north on Interstate 5 and on up to
> Oregon
> and hopefully home by late Wednesday night. I'll be the 20 ft. UHaul van
> with
> a partially completed 1835 VW powered Flying Squirrel loaded on a vehicle
> transporter behind the van. The only one you'll see on the highway with
> that
> particular load.
>
>
> Oscar Zuniga
> Air Camper NX41CC "Scout"
> Flying Squirrel N2069Z "Rocket"
> Medford, OR
> website at http://www.flysquirrel.net
>
>
>
Message 5
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| Subject: | Air Camper for sale in UK. |
Thought this might be of interest.
http://www.afors.com/index.php?page=adview&adid=21116&imid=0
Regards
Gerry
Message 6
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| Subject: | Re: tail incidence, gap seals, and hangar friends |
Oscar,
I enjoyed your post about stick and rudder flying and could not agree more!
Have a safe trip to Texas.
Do not archive
Greg Bacon
On Dec 10, 2011, at 11:09 PM, Oscar Zuniga <taildrags@hotmail.com> wrote:
>
>
> This post has nothing to do with tail incidence and gap seals except to say that
> if you build an Air Camper to the plans and know how to fly stick and rudder,
you
> will never know or care much about tail incidence, gap seals, symmetrical airfoils,
or
> V-tail Bonanazas. You will fly the airplane and love it! Don't over-think the
> tailplane geometry, symmetry, aerodynamics, or any of it. Build to plans and
you
> can tinker with that stuff (like Jack has) later.
>
> I have flown Scout from both cockpits. I prefer flying it from the rear because
> there is more room there, it's easier to get in and out (although not by much,
in
> my case), and as others have mentioned, the visibility is better there. From
the
> rear cockpit you can see what the wing, ailerons, tail, and landing gear are
doing
> as well. In the case of Scout, the rear cockpit is the only position that has
a
> fuel shutoff valve, carb heat control, and brakes (if those matter to you).
What I
> liked about flying from the front cockpit (dual, since my airplane cannot be
> soloed from the front cockpit and stay within posted W&B limits)- was the exhilarating
> sensation of having the prop and cooling eyebrows *right there* in front of me,
> and of being literally right over the landing gear and right under the wing.
It
> was like driving a sports car, because in the front cockpit you are almost at
the
> most magical focal point of where everything in the airplane is triangulated,
and
> in fact you really are, at least as far as the four forces that act on the
> airplane (lift, gravity, thrust, and drag). It was fun, but not for long and
> relaxed flying. What I do enjoy is flying navigator position up in the front
> cockpit with my hangar mate Craig flying the airplane in back. Almost like back
> in the early days of flying. We hope to ferry the airplane from Texas to Oregon
> next spring in just that fashion... him flying the airplane, me up front with
> the GPS and maps, and my hands waving in the propwash, pointing the direction.
>
> Last of all, it was a great joy to see friend and Piet restorer John Kuhfahl
today
> at the hangar as I was loading all of my tools and "junk" into the UHaul to move
> it back to Texas. John has been silent on the list for awhile, busy with
> family duties, but still looking forward to joining up on my wing one of these
> days when he gets his restoration completed and begins to understand why these
> airplanes not only hook us on the ground as we enjoy working with wood and fabric,
> but then we get to fall in love with flying all over again as they show us
> what real flying is all about. True, honest, and genuine stick and rudder
> aviation. If you learn to fly in these airplanes, you learn to FLY. Period.
>
> Merry Christmas, all y'all, and I'll be on Interstate 10 west to Phoenix and
then
> the L.A. basin by Tuesday, then turning north on Interstate 5 and on up to Oregon
> and hopefully home by late Wednesday night. I'll be the 20 ft. UHaul van with
> a partially completed 1835 VW powered Flying Squirrel loaded on a vehicle
> transporter behind the van. The only one you'll see on the highway with that
> particular load.
>
>
> Oscar Zuniga
> Air Camper NX41CC "Scout"
> Flying Squirrel N2069Z "Rocket"
> Medford, OR
> website at http://www.flysquirrel.net
>
>
>
>
Message 7
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My son soloed our Piet today! Should be giving rides by Brodhead!
Got some good pics and great video, but left the camera in the plane, should be
able to post them tomorrow.
Kinda funny, a perfect approach and touchdown, but when he lapped the stick after
touching down, UP he goes again! Flies much slower without my 180lbs in there
as it turns out. Hilarious.
Does anyone know any feds or examiners that'll check you out in a Piet?
Tools
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360707#360707
Message 8
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| Subject: | Piet People- Hi again from Japan |
Hiho again from Mark in Japan to everybody on the Piet list,
It=1B$B!G=1B(Bs been a long time since I posted anything (or have been
on the list...) but I thought I would just say G=1B$B!G=1B(Bday again
and let the group know that Piet #=1B$B!G=1B(Bs 1 & 2 are still in alive
here in Japan land.
Currently not much progress at all but the urge is still there. I
can=1B$B!G=1B(Bt see much in the way of progress happeneing in leaps and
bounds very soon but as the urge is still knawing away so the Piet
should get done eventually....probally later rather than sooner.
Both Piet projects here were shaken around a bit during the big quake
this year (we had level 6+ where the Piets are) but nothing was damaged.
We were so much luckier than many other poor souls further up north
they had it tough.
Well anyway, this is just a short hello again note to all, I will lurk
around and may stick my nose in occasionally if you all don=1B$B!G=1B(Bt
mind.
Safe flying
Mark
Japan
Piet project #2
Message 9
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| Subject: | Piet People- Hi again from Japan |
Thanks for checking in, Mark; but what's the hold up?
Gary Boothe
NX308MB
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Mark Stanley
Sent: Sunday, December 11, 2011 3:54 PM
Subject: Pietenpol-List: Piet People- Hi again from Japan
Hiho again from Mark in Japan to everybody on the Piet list,
It's been a long time since I posted anything (or have been on the list...)
but I thought I would just say G'day again and let the group know that Piet
#'s 1 & 2 are still in alive here in Japan land.
Currently not much progress at all but the urge is still there. I can't see
much in the way of progress happeneing in leaps and bounds very soon but as
the urge is still knawing away so the Piet should get done
eventually....probally later rather than sooner.
Both Piet projects here were shaken around a bit during the big quake this
year (we had level 6+ where the Piets are) but nothing was damaged. We were
so much luckier than many other poor souls further up north they had it
tough.
Well anyway, this is just a short hello again note to all, I will lurk
around and may stick my nose in occasionally if you all don't mind.
Safe flying
Mark
Japan
Piet project #2
Message 10
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Amsafetyc wrote:
> what remedy is there for non ferris metals consumption?
Non-ferrous metals don't rust, therefore there is no problem with cows ingesting.
. . Never mind, I don't know anything about cows. Except they taste mighty
good, probably all the Aluminum and magnesium they eat.
Jim.
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360713#360713
Message 11
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| Subject: | Re: Piet People- Hi again from Japan |
Hi Gary,
Basically got real busy at work then got real slack and put the project
on the back burner for a bit.
I want to try to get on with some smaller bits and pieces to get
=98warmed up again=99.
We have allot of aircraft waiting for repair as well so space in the
shop is very limited.
Anyway, step by step!
Mark
Do not archive
>Thanks for checking in, Mark; but what=99s the hold up?
>Gary Boothe
>NX308MB
Message 12
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| Subject: | Piet builders in northern ill southern wi. |
Hey, I have my fuse mostly done and I was wondering if there's anyone that has
a plane I could look at. I've got a stack of visual questions. Thanks.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360717#360717
Message 13
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| Subject: | Fw: One of the Best Flying Stories ever. |
In light of the recent Air France discussion this might
be of interest.
Clif
Life is not a matter of holding good cards,
but rather, of playing a bad hand well!"
Robert Louis Stevenson
One of the Best Flying Stories ever.
A gripping episode.
Zero/Zero by Charles Svoboda
It happened sometime in 1965, in Germany . I was a
copilot, so I knew
everything there was to know about flying, and I was
frustrated by pilots
like my aircraft commander. He was one of those
by-the-numbers types, no
class, no imagination, no "feel" for flying. You have to
be able to feel an
airplane. So what if your altitude is a little off, or if
the glideslope
indicator is off a hair? If it feels okay then it is okay.
That's what I
believed.
Every time he let me make an approach, even in VFR
conditions, he demanded
perfection. Not the slightest deviation was permitted. "If
you can't do it
when there is no pressure, you surely can't do it when the
pucker factor
increases," he would say. When he shot an approach, it was
as if all the
instruments were frozen - perfection, but no class.
Then came that routine flight from the Azores to Germany .
The weather was
okay; we had 45,000 pounds of fuel and enough cargo to
bring the weight of
our C-124 Globemaster up to 180,000 pounds, 5,000 pounds
below the max
allowable.. It would be an easy, routine flight all the
way.
Halfway to the European mainland, the weather started
getting bad. I kept
getting updates by high frequency radio. Our destination,
a fighter base,
went zero/zero. Our two alternates followed shortly
thereafter. All of
France was down. We held for two hours, and the weather
got worse. Somewhere
I heard a fighter pilot declare an emergency because of
minimum fuel. He
shot two approaches and saw nothing. On the third try, he
flamed out and had
to eject. We made a precision radar approach; there was
nothing but fuzzy
fog at minimums. The sun was setting. Now I started to
sweat a little. I
turned on the instrument lights. When I looked out to
where the wings should
be, I couldn't even see the navigation lights 85 feet from
my eyes. I could
barely make out a dull glow from the exhaust stacks of the
closest engine,
and then only on climb power.
When we reduced power to maximum endurance, that friendly
glow faded. The
pilot asked the engineer where we stood on fuel. The reply
was, "I don't
know--- we're so low that the book says the gauges are
unreliable below this
point. The navigator became a little frantic. We didn't
carry parachutes on
regular MAC flights, so we couldn't follow the fighter
pilot's example. We
would land or crash with the airplane.
The pilot then asked me which of the two nearby fighter
bases had the widest
runway. I looked it up and we declared an emergency as we
headed for that
field.
The pilot then began his briefing. "This will be for real.
No missed
approach. We'll make an ILS and get precision radar to
keep us honest.
Copilot, we'll use half flaps. That'll put the approach
speed a little
higher, but the pitch angle will be almost level,
requiring less attitude
change in the flare." Why hadn't I thought of that? Where
was my "feel" and
"class" now? The briefing continued, "I'll lock on the
gauges. You get ready
to take over and complete the landing if you see the
runway - that way there
will be less room for trouble with me trying to transition
from instruments
to visual with only a second or two before touchdown."
Hey, he's even going
to take advantage of his copilot, I thought. He's not so
stupid, after all.
"Until we get the runway, you call off every 100 feet
above touchdown; until
we get down to 100 feet, use the pressure altimeter. Then
switch to the
radar altimeter for the last 100 feet, and call off every
25 feet. Keep me
honest on the airspeed, also. Engineer, when we touch
down, I'll cut the
mixtures with the master control lever, and you cut all of
the mags. Are
there any questions? Let's go!"
All of a sudden, this unfeeling, by the numbers robot was
making a lot of
sense. Maybe he really was a pilot and maybe I had
something more to learn
about flying. We made a short procedure turn to save gas.
Radar helped us to
get to the outer marker.. Half a mile away, we performed
the Before Landing
Checklist; gear down, flaps 20 degrees. The course
deviation indicator was
locked in the middle, with the glideslope indicator
beginning its trip down
from the top of the case. When the GSI centered, the pilot
called for a
small power reduction, lowered the nose slightly, and all
of the
instruments, except the altimeter, froze.
My Lord, that man had a feel for that airplane! He thought
something, and
the airplane, all 135,000 pounds of it, did what he
thought. "Five hundred
feet," I called out, "400 feet....300 feet...200 feet,
MATS minimums...100
feet, Air Force minimums; I'm switching to the radar
altimeter ....75 feet
nothing in sight..50 feet, still nothing..25 feet,
airspeed 100 knots," The
nose of the aircraft rotated just a couple of degrees, and
the airspeed
started down. The pilot then casually said, "Hang on,
we're landing."
"Airspeed 90 knots..10 feet, here we go!" The pilot
reached up and cut the
mixtures with the master control lever, without taking his
eyes off the
instruments. He told the engineer to cut all the mags to
reduce the chance
of fire. CONTACT! I could barely feel it. As smooth a
landing as I have ever
known, and I couldn't even tell if we were on the runway,
because we could
only see the occasional blur of a light streaking by
"Copilot, verify
hydraulic boost is on, I'll need it for brakes and
steering." I complied.
"Hydraulic boost pump is on, pressure is up." The brakes
came on slowly---we
didn't want to skid this big beast now. I looked over at
the pilot. He was
still on the instruments, steering to keep the course
deviation indicator in
the center, and that is exactly where it stayed.
"Airspeed, 50 knots." We
might make it yet. "Airspeed, 25 knots." We'll make it if
we don't run off a
cliff. Then I heard a strange sound. I could hear the whir
of the gyros, the
buzz of the inverters, and a low frequency thumping.
Nothing else. The
thumping was my pulse, and I couldn't hear anyone
breathing. We had made it!
We were standing still!
The aircraft commander was still all pilot. "After-landing
checklist, get
all those motors, radar and un-necessary radios off while
we still have
batteries.. Copilot, tell them that we have arrived, to
send a follow me
truck out to the runway because we can't even see the
edges." I left the VHF
on and thanked GCA for the approach. The guys in the tower
didn't believe we
were there. They had walked outside and couldn't hear or
see anything. We
assured them that we were there, somewhere on the
localizer centerline, with
about half a mile showing on the DME. We waited about 20
minutes for the
truck. Not being in our customary hurry, just getting our
breath back and
letting our pulses diminish to a reasonable rate.
Then I felt it. The cockpit shuddered as if the nose gear
had run over a
bump. I told the loadmaster to go out the crew entrance to
see what
happened. He dropped the door (which is immediately in
front of the nose
gear) , and it hit something with a loud , metallic bang.
He came on the
interphone and said "Sir, you'll never believe this. The
follow-me truck
couldn't see us and ran smack into our nose tire with his
bumper, but he
bounced off, and nothing is hurt." The pilot then told the
tower that we
were parking the bird right where it was and that we would
come in via the
truck.. It took a few minutes to get our clothing and to
button up the
airplane. I climbed out and saw the nose tires straddling
the runway
centerline. A few feet away was the truck with its
embarrassed driver.
Total damage---one dent in the hood of the follow me truck
where the hatch
had opened onto it. Then I remembered the story from Fate
Is the Hunter.
When Gann was an airline copilot making a simple night
range approach, his
captain kept lighting matches in front of his eyes. It
scarred and
infuriated Gann. When they landed, the captain said that
Gann was ready to
upgrade to captain. If he could handle a night-range
approach with all of
that harassment, then he could handle anything.
At last I understood what true professionalism is. Being a
pilot isn't all
seat-of-the-pants flying and glory. It's self- discipline,
practice, study,
analysis and preparation. It's precision. If you can't
keep the gauges where
you want them with everything free and easy, how can you
keep them there
when everything goes wrong?
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