Today's Message Index:
----------------------
1. 04:56 AM - Re: A Neat Trick for Pietenpol Maintenance (Mark Stanley)
2. 05:41 AM - Re: Re: A Neat Trick for Pietenpol Maintenance (jeff wilson)
3. 05:47 AM - Re: Re: Wood Lift Struts (Gboothe5)
4. 06:08 AM - The Pietenpol Pre Building Quiz (Mark Stanley)
5. 06:51 AM - Re: Clip tip prop and retractible gear (Woodflier@aol.com)
6. 07:11 AM - Re: The Pietenpol Pre Building Quiz (K5YAC)
7. 07:47 AM - Re: Rudder pedals vs. rudder bar (Woodflier@aol.com)
8. 08:43 AM - Off topic-- of possible interest: 7/8 scale Nieuport for sale (Cuy, Michael D. (GRC-RXD0)[ASRC AEROSPACE CORP])
9. 08:47 AM - Wooden Struts (Jeff Wilson)
10. 09:48 AM - Stewart Systems Question? (Chris Rusch)
11. 10:43 AM - Re: Stewart Systems Question? (helspersew@aol.com)
12. 10:52 AM - Re: Wooden Struts (dgaldrich)
13. 12:38 PM - Re: Re: The Pietenpol Pre Building Quiz (C N Campbell)
14. 12:40 PM - Re: Re: The Pietenpol Pre Building Quiz (C N Campbell)
15. 12:53 PM - Re: Stewart Systems Question? (C N Campbell)
16. 01:14 PM - Re: Stewart Systems Question? (Chris Rusch)
17. 01:18 PM - Re: Stewart Systems Question? (Chris Rusch)
18. 01:38 PM - Re: Re: Stewart Systems Question? (C N Campbell)
19. 02:42 PM - Re: Stewart Systems Question? (Chris Rusch)
20. 02:43 PM - Re: Re: Stewart Systems Question? (Michael Perez)
21. 05:25 PM - Re: Re: Wooden Struts (Jack)
22. 07:41 PM - Making cowling templates (Chris Rusch)
23. 08:30 PM - FW: I was piloting the SR-71 spy plane (Peter W Johnson)
24. 09:11 PM - Re: Re: Wood Lift Struts (Ray Krause)
Message 1
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| Subject: | Re: A Neat Trick for Pietenpol Maintenance |
Hi Jack,
I=99m way off worrying about mags but I really like your
idea.......simple is good- (suits my simple brain...)
I also noticed in the photo that your Piet is throwing a =98caring
wing=99 over your RV-4, very neat.
Thanks for posting
Mark Stanley
Japan
Do not archive
From: Jack Phillips
Sent: Wednesday, January 25, 2012 9:30 AM
Subject: Pietenpol-List: A Neat Trick for Pietenpol Maintenance
I know a lot of you are still building your Pietenpols, but we have
quite a few flying now. One of the great advantages of building your
own airplane is the ability to do your own inspections, but we
don=99t ever seem to discuss much how to go about inspecting one.
Here=99s a neat trick that I came up with today.
The setup is very easy and should work for any engine on any airplane.
Total cost - $39.95 plus about 2 cents worth of blue painter=99s
tape.
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
Message 2
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| Subject: | Re: A Neat Trick for Pietenpol Maintenance |
I think that is one of Spiderman's Arch Enemy's.=0A=0A=0A=0A_______________
_________________=0AFrom: kevinpurtee <kevin.purtee@us.army.mil>=0ATo: piet
enpol-list@matronics.com =0ASent: Tuesday, January 24, 2012 8:12 PM=0ASubje
ct: Pietenpol-List: Re: A Neat Trick for Pietenpol Maintenance=0A=0A--> Pie
tenpol-List message posted by: "kevinpurtee" <kevin.purtee@us.army.mil>=0A
=0AWhat's a magneto?=0A=0A(sorry)=0A=0Ado not archive=0A=0A--------=0AKevin
"Axel" Purtee=0ANX899KP=0AAustin/Georgetown, TX=0A=0A=0A=0A=0ARe
ad this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p
=========================0A
==
Message 3
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| Subject: | Re: Wood Lift Struts |
Ray,
I am assuming that you mean the cabanes, as the wing strut attachments are
not yet complete. #1178 shows the make-up. As soon as my strut fittings are
done, I'll post pics, too.
Gary
NX308MB
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ray Krause
Sent: Tuesday, January 24, 2012 9:59 PM
Subject: Re: Pietenpol-List: Re: Wood Lift Struts
<raykrause@frontiernet.net>
Gary,
I know you have published photos of your beautiful attachments for the
spars. Would be so kind as to re-send them and a sketch, or photo, of the
spar make-up?
Thanks,
Ray Krause
Waiex and Sky Scout
----- Original Message -----
From: "Gboothe5" <gboothe5@comcast.net>
Sent: Tuesday, January 24, 2012 11:23 AM
Subject: RE: Pietenpol-List: Re: Wood Lift Struts
>
> Lest anyone considering using wood struts were to get squeamish based on
> the
> concerns presented below, let me remind you of the following:
>
> 1) The "pull-through strength" of most woods is well-known and published.
> Clif Dawson presented me with one of these tables, which I have published
> before, and assume can be found in the archives. Interestingly, the
> numbers
> are irrespective of grain direction, and are impressive.
>
> 2) Remember those engine mounts on the front of your plane? They rely
> solely
> on the clamping pressure of 3 #3 bolts, and grain direction is never even
> mentioned; nor does the type of wood seem to matter either, whether
> spruce,
> fir, poplar, pine, etc.
>
> 3) Kevin Purtee just posted the changes he has made, one of which was to
> remove and replace his previous wood struts. Those struts had suffered
> some
> wear, not due to workmanship or design, but with over 200 hours on them.
> Kevin went on to point out that there was zero elongation in the holes,
> and
> his connection design is extremely simple.
>
> Gary from Cool
> NX308MB
>
> -----Original Message-----
> From: owner-pietenpol-list-server@matronics.com
> [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of tools
> Sent: Tuesday, January 24, 2012 9:17 AM
> To: pietenpol-list@matronics.com
> Subject: Pietenpol-List: Re: Wood Lift Struts
>
>
> It seems to me that the main issue with wood struts is how you attach the
> end fittings. The issue there is preventing elongation of the holes, and
> minimizing any structural integrity issues that may arise if they do.
>
> First, nearly all wood/metal interfaces rely on friction between the
> fitting
> and the wood to prevent the penetrating bolts from relying on shear force.
> The bolt can handle the shear, the metal fitting can handle the shear, the
> wood is clearly the weakest link.
>
> In the case of mounting a wood prop, Sensenich's documentation clearly
> states that the bolts should hold the prop to the shaft and crush plates
> to
> the point that the prop can't rotate and put the bolts in shear, which
> will
> elongate the holes in the prop.
>
>
> In the case of a wood strut, the thing is in tension, so this is
> especially
> important.
>
> Wood moves a lot. It grows and shrinks in all three axises with moisture
> variation. If a board has the growth rings basically parallel to the face
> of the board, it's "flatsawn". It will expand and contract across the
> width
> (in percentage) the most. Next the thickness, and last by a margin is the
> length.
>
> If you turn a flatsawn board into a quartersawn board (like Gary
> describes),
> you will maximize the stability of the board. The metal fitting will not
> change it's width enough to matter. The board will, and will thusly
> elongate the holes accordingly (if the bolts are a tight fit). By using
> quartersawn wood you minimize this.
>
> The only part of the board that matters where a hole goes through it near
> the end, is the little piece between that hole, and the end of the board.
> In the case of quartersawn, it seems that it could much more easily be
> broken out, than if the board were flatsawn.
>
> If you can hang on to a board well enough, flatly pulling it apart is
> simply
> not the issue. If you can stabilize it well enough, so that column
> bucking
> doesn't come into play, flatly squashing it isn't much of an issue either.
>
> If a board is dried correctly, then milled correctly, warpage, cupage and
> twist really aren't a concern (as they are negligable). They don't affect
> the strength of the wood anyway enough to matter.
>
> I think if you can't get wood that at least approches aircraft quality
> (basically meaning no knots and straight grain without major growth
> defects)
> you need to laminate up a piece. I don't think it matters if you laminate
> to width or thickness, just however you like the look or need to for
> available wood. If you do have decent quality wood, I think it's fine as
> a
> solid piece.
>
> No matter how you do it, properly engineered ends and properly installed,
> REALLY REALLY matter.
>
> Tools
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=364695#364695
>
>
>
Message 4
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| Subject: | The Pietenpol Pre Building Quiz |
Hi Pieters,
Below is a re-write of a quiz that I came across a few years back. I
thought that it was quite good so I would share it around.
Unfortunatly, I can not remember exactly where I got it from, but my
feeling is that it came from the UK Pietenpol Club website.
(If anyone recognizes it, please let me know). Who ever the author is,
they did a well.
Anyway, I will paste it below.
Mark Stanley
Japan
*************************************************************************
*****************
Should You Start Building That Pietenpol?
Are you made of the =1B$B!H=1B(Bright stuff=1B$B!I=1B(B to successfully
build a Pietenpol Air Camper? The following short quiz consists of 4
questions and will tell you whether you are suitable! Scroll down for
each awnser.
The questions are NOT that difficult.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Q1. How do you put a giraffe into a refrigerator?
>>>
The correct answer is: Open the refrigerator, put in the giraffe, and
close the door.
This question tests whether you tend to do simple things in an overly
complicated way.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Q2. How do you put an elephant into a refrigerator?
>>>
Did you say, =1B$B!H=1B(BOpen the refrigerator, put in the elephant, and
close the refrigerator? (Wrong Awnser)
>>>
Correct Awnser: Open the refrigerator, take out the giraffe, put in the
elephant and close the door.
>>>
This tests your ability to think through the repercussions of your
previous actions.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Q3: The Lion King is hosting an animal conference. All the animals
attend except one. Which animal does not attend?
>>>
Correct Awnser: The elephant. The elephant is in the refrigerator. You
just put him there.
>>>
This tests your memory.
OK, even if you did not answer the first three questions correctly, you
still have one more chance to show your true abilities.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>
Q4: There is a river you must cross but it is inhabited by crocodiles.
How do you manage it?
>>>
Correct Answer: You swim across. All the crocodiles are attending the
Animal Conference.
>>>
This tests whether you learn quickly from your mistakes.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Now how did you do?
If you got lots right, congratulations, you are a real ace and will go
on to build a beautiful Pietenpol that will fly like a bird.
Construction will probably only take you a couple of years at most.
Whilst you are at it, better make a trophy cabinet with all those
off-cuts of spruce and ply to house all the awards you are going to get.
If you didn=1B$B!G=1B(Bt do too well, have you ever thought about taking
up stamp collecting instead? If you can=1B$B!G=1B(Bt fathom these
questions, how on earth are you going to cope with all the grey areas
that result from building a vintage aircraft design which complies with
modern safety requirements? Still, there=1B$B!G=1B(Bs security in
numbers-Join the club with the rest of us =1B$B!H=1B(Bquiz
dunces=1B$B!I=1B(B and we=1B$B!G=1B(Bll have great fun trying!
Message 5
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| Subject: | RE: Clip tip prop and retractible gear |
Bill, I'll through the plans for the retract gear in for free but I don't
recommend the mod.
Matt
Time: 08:00:46 AM PST US
Subject: Pietenpol-List: Re: Kevin's new Cloudcars prop
From: "Bill Church" <billspiet@sympatico.ca>
Hey Matt,
Would that prop come with plans for the retractable Piet landing gear?
Or maybe Kevin doesn't need those plans.
Sorry, guys. Couldn't resist.
Bill C.
Message 6
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| Subject: | Re: The Pietenpol Pre Building Quiz |
I've never seen that... pretty funny.
For what it's worth, I got all of them wrong. :(
--------
Mark Chouinard
Wings, Center Section and Empannage framed up - Working on Fuselage
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364800#364800
Message 7
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| Subject: | Re: Rudder pedals vs. rudder bar |
Good discussion on this topic. I went with the rudder bar in the back, with
brake pedals and master cylinders mounted on the fuselage diagonal braces
so that I can reach them with my toes. I got the drawings from Bill Rewey.
This works pretty well. I have rudder pedals, without brakes of course, in
the front seat. I like being able to let my passengers fly. My 14 year old
glider student has been flying some from the front and I think I've made a
convert to Pietenpols in him. I recognize the worry about someone
unqualified grabbing the controls, but I've flown tandem seat glider trainers
from
the back for 30 years and given a lot of glider sightseeing and
familiarization rides, and have never had anyone try to take the contols away
from me.
More the opposite - usually I have to coax someone to actually take the
controls.
One addition I found worthwhile with the rudder bar was to add thin
aluminum or stainless steel plates where your heels rest on the floor. Since with
the rudder bar, you're pushing more with your entire leg rather than your
toes, your heels tend to slide on the floor, and the metal plate reduces
friction, besides providing some protection to the wood floor.
Matt Paxton
Message 8
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| Subject: | Off topic-- of possible interest: 7/8 scale Nieuport |
for sale
Group-here's a cute little homebuilt. See flyer for more information OR c
ontact Heather Alexander directly
halexander10@aol.com<mailto:halexander10@aol.com>
Mike C.
do not archive
From: halexander10@aol.com [mailto:halexander10@aol.com]
please post the attached flyer and email out to any EAA chpaters etc that m
ay be interested- please call me with any questions--
thanks!!
Heather
Message 9
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To all that responded, thanks.
I've decided to go with solid wood. I've got a great hardwood store nearby that
will let me wonder around and pick out whatever I want so I'll try to find some
good pieces.
Of course if I cannot find any good enough I will laminate wood, steel, aluminum,
carbon fiber, polycarbonate plastic and use gorilla glue.
Seriously though, thanks all.
Jeff Wilson
St. Louis
H49
Sent from my iPhone
On Jan 25, 2012, at 9:07 AM, "K5YAC" <hangar10@cox.net> wrote:
>
> I've never seen that... pretty funny.
>
> For what it's worth, I got all of them wrong. :(
>
> --------
> Mark Chouinard
> Wings, Center Section and Empannage framed up - Working on Fuselage
>
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=364800#364800
>
>
>
>
>
>
>
>
>
>
Message 10
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| Subject: | Stewart Systems Question? |
I just bought all of the SS supplies to start covering, and watching the video
they say you might want to NOT shrink the material to the full 350 degrees if
the structure is light. Did anyone have any problem going to the full shrink on
a Piet structure? Also, i went with the light 1.7 ceconite uncertified.
Thanks in advance.
Chris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364820#364820
Message 11
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| Subject: | Re: Stewart Systems Question? |
Went for the full shrink. The only place I had issues was the rib next to t
he center section (or in my case the space for the tank in the one-piece wi
ng). I didn't have it beefed up enough and it pulled-in.
Dan Helsper
Puryear, TN
-----Original Message-----
From: Chris Rusch <rmdinfo@lakefield.net>
Sent: Wed, Jan 25, 2012 11:49 am
Subject: Pietenpol-List: Stewart Systems Question?
I just bought all of the SS supplies to start covering, and watching the vi
deo
hey say you might want to NOT shrink the material to the full 350 degrees i
f
he structure is light. Did anyone have any problem going to the full shrink
on
Piet structure? Also, i went with the light 1.7 ceconite uncertified.
Thanks in advance.
Chris
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=364820#364820
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Message 12
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| Subject: | Re: Wooden Struts |
And don't forget the JB Weld for the steel to aluminum joints... :D
Dave
do NOT archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364827#364827
Message 13
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| Subject: | Re: The Pietenpol Pre Building Quiz |
Then, Mark, you shouldn't be building a Piet!!! Please don't archive! C
----- Original Message -----
From: "K5YAC" <hangar10@cox.net>
Sent: Wednesday, January 25, 2012 10:07 AM
Subject: Pietenpol-List: Re: The Pietenpol Pre Building Quiz
>
> I've never seen that... pretty funny.
>
> For what it's worth, I got all of them wrong. :(
>
> --------
> Mark Chouinard
> Wings, Center Section and Empannage framed up - Working on Fuselage
>
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=364800#364800
>
>
>
>
>
>
>
>
>
>
>
Message 14
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| Subject: | Re: The Pietenpol Pre Building Quiz |
#2. Incidentally, I didn't even try to answer the questions -- and I'm half
finished with the Piet. Guess I should put it up for sale? Do not archive,
please. C
----- Original Message -----
From: "K5YAC" <hangar10@cox.net>
Sent: Wednesday, January 25, 2012 10:07 AM
Subject: Pietenpol-List: Re: The Pietenpol Pre Building Quiz
>
> I've never seen that... pretty funny.
>
> For what it's worth, I got all of them wrong. :(
>
> --------
> Mark Chouinard
> Wings, Center Section and Empannage framed up - Working on Fuselage
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=364800#364800
>
>
>
Message 15
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| Subject: | Re: Stewart Systems Question? |
I see on the list people talking about 1.7 oz Ceconite. Aircraft Spruce
advertises an uncertified light fabric at 1.87 oz for $8.40 per yard, 72
inches wide. Is that what is being called 1.7? I can't find it. C
----- Original Message -----
From: "Chris Rusch" <rmdinfo@lakefield.net>
Sent: Wednesday, January 25, 2012 12:45 PM
Subject: Pietenpol-List: Stewart Systems Question?
> <rmdinfo@lakefield.net>
>
> I just bought all of the SS supplies to start covering, and watching the
> video they say you might want to NOT shrink the material to the full 350
> degrees if the structure is light. Did anyone have any problem going to
> the full shrink on a Piet structure? Also, i went with the light 1.7
> ceconite uncertified.
>
> Thanks in advance.
>
> Chris
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=364820#364820
>
>
>
Message 16
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| Subject: | Re: Stewart Systems Question? |
My Mistake,
It was 1.8 oz i bought from SS direct. The packing list said it was superflight
brand fabric, 72" wide.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364840#364840
Message 17
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| Subject: | Re: Stewart Systems Question? |
Oh, one more question, my rib tape came and its 3/8" wide, my ribs are 1/2" .........will
3/8 work, or should i get the 1/2" stuff?
Do you guys glue right to the varnished structure, or do you scuff it first with
like 320 grit or a scotch brite pad?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364841#364841
Message 18
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| Subject: | Re: Stewart Systems Question? |
Chris, I haven't started covering the Piet yet -- I'm just sorta planning
ahead. Really, the tape should be the same width as the rib cap. I
haven't covered any wooden ribs yet, but I did rebuild a Piper PA22/20
several years ago. The flanges on the metal ribs were 1/2 inch wide and I
used 1/2 inch wide tape. As far as gluing to wood surfaces, I haven't seen
anything in the Stewart videos covering working on wood. Seems like if the
glue adheres to shiny metal it should adhere to shiny wood. Good luck. How
about putting some pictures on the list for us to see. Chuck
PS. Incidentally, I'm guessing that when you say SS you mean Aircraft
Spruce, right? C
----- Original Message -----
From: "Chris Rusch" <rmdinfo@lakefield.net>
Sent: Wednesday, January 25, 2012 4:15 PM
Subject: Pietenpol-List: Re: Stewart Systems Question?
> <rmdinfo@lakefield.net>
>
> Oh, one more question, my rib tape came and its 3/8" wide, my ribs are
> 1/2" .........will 3/8 work, or should i get the 1/2" stuff?
> Do you guys glue right to the varnished structure, or do you scuff it
> first with like 320 grit or a scotch brite pad?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=364841#364841
>
>
>
Message 19
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| Subject: | Re: Stewart Systems Question? |
No i bought everything from Stewart Systems, the whole shabang.
I think ill get some 1/2" tape.
I will try and get some pictures posted up tonight.....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364846#364846
Message 20
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| Subject: | Re: Stewart Systems Question? |
The fabric I just used came from Superflite. Their 104 fabric is shown as 1
.7oz, 72" wide. ($6.49/yrd.)
-
If your cap strip is .5", then your reinforcing tape should be as well. It
helps prevent the stitch cord from cutting the cap strip.
-
I was more then impressed with how well the Ekobond adhered to my varnished
wood tail pieces...very strong bond.
-
Download and read the Stewart's manual on their web page...it includes inst
ructions for covering wood structures.
Michael Perez
Karetaker Aero
www.karetakeraero.com
Message 21
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| Subject: | Re: Wooden Struts |
Dave I assume you mean to keep the dissimilar metals separate with JB. I've
had very poor results with JB Weld to adhere anything together. I would
never trust it to hold.
Jack Textor
DSM
NX1929T
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of dgaldrich
Sent: Wednesday, January 25, 2012 12:50 PM
Subject: Pietenpol-List: Re: Wooden Struts
And don't forget the JB Weld for the steel to aluminum joints... :D
Dave
do NOT archive
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http://forums.matronics.com/viewtopic.php?p=364827#364827
Message 22
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| Subject: | Making cowling templates |
Here is how i am making the patterns for my cowling. Just layered up masking tape
that will be transfered to aluminum.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364856#364856
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Message 23
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| Subject: | FW: I was piloting the SR-71 spy plane |
Hi Guys,
Not exactly Piet related (speeds are a bit different) but something that
appeared on another list I thought you may be interested in.
Don't know who wrote it or even if it's true but it sure captures the
spirit.
Cheers
Peter
Wonthaggi Australia
*In April 1986, following an attack on American soldiers in a Berlin disco,
President Reagan ordered the bombing of Muammar Qaddafi's terrorist camps in
Libya. My duty was to fly over Libya and take photos recording the damage
our F-111s had inflicted. Qaddafi had established a 'line of death,' a
territorial marking across the Gulf of Sidra, s wearing to shoot down any
intruder that crossed the boundary. On the morning of April 15, I rocketed
past the line at
2,125 mph. I was piloting the SR-71 spy plane, the world's fastest jet,
accompanied by Maj. Walter Watson, the aircraft's reconnaissance systems
officer (RSO). We had crossed into Libya and were approaching our final turn
over the bleak desert landscape when Walter informed me that he was
receiving missile launch signals. I quickly increased our speed, calculating
the time it would take for the weapons-most likely SA-2 and SA-4
surface-to-air missiles capable of Mach 5-to reach our altitude. I estimated
that we could beat the rocket-powered missiles to the turn and stayed our
course, betting our lives on the plane's performance. After several
agonizingly long seconds, we made the turn and blasted toward the
Mediterranean. 'You might want to pull it back,'
Walter suggested. It was then that I noticed I still had the throttles full
f orward. The plane was flying a mile every 1.6 seconds, well above our Mach
3.2 limit. It was the fastest we would ever fly. I pulled the throttles to
idle just south of Sicily, but we still overran the refueling tanker
awaiting us over Gibraltar. Scores of significant aircraft have been
produced in the 100 years of flight following the achievements of the Wright
brothers, which we celebrate in December. Aircraft such as the Boeing 707,
the F-86 Sabre Jet, and the P-51 Mustang are among the important machines
that have flown our skies. But the SR-71, also known as the Blackbird,
stands alone as a significant contributor to Cold War victory and as the
fastest plane ever-and only 93 Air Force pilots ever steered the 'sled,' as
we called our aircraft. As inconceivable as it may sound, I once discarded
the plane. Literally. My first encounter with the SR-71 came when I was 10
years old in the form of molded black plastic in a Revell kit.
Cementing together the long fuselage parts proved tricky, and my finished
product looked less than menacing. Glue,oozing from the seams, discolored
the black plastic. It seemed ungainly alongside the fighter planes in my
collection, and I threw it away. Twenty-nine years later, I stood awe-struck
in a Beale Air Force Base hangar, staring at the very real SR-71 before me.
I had applied to fly the world's fastest jet and was receiving my first
walk-around of our nation's most prestigious aircraft. In my previous 13
years as an Air Force fighter pilot, I had never seen an aircraft with such
presence. At 107 feet long, it appeared big, but far from ungainly.
Ironically, the plane was dripping, much like the misshapen model I had
assembled in my youth. Fuel was seeping through the joints, raining down on
the hangar floor. At Mach 3, the plane would expand several inches because
of the severe temperature, which could heat the leading edge of the wing to
1,100 degrees. To prevent cracking, expansion joints had been built into the
plane. Sealant resembling rubber glue covered the seams, but when the plane
was subsonic, fuel would leak through the joints. The SR-71 was the
brainchild of Kelly Johnson, the famed Lockheed designer who created the
P-38, the F-104 Starfighter, and the U-2. After the Soviets shot down Gary
Powers' U-2 in 1960, Johnson began to develop an aircraft that would fly
three miles higher and five times faster than the spy plane-and still be
capable of photographing your license plate. However, flying at 2,000 mph
would create intense heat on the aircraft's skin. Lockheed engineers used a
titanium alloy to construct more than 90 percent of the SR-71, creating
special tools and manufacturing procedures to hand-build each of the 40
planes. Special heat-resistant fuel, oil, and hydraulic fluids that would
function at 85,000 feet and higher also had to be developed. In 1962, the
first Blackbird successfully flew, and in 1966, the same year I graduated
from high school, the Air Force began flying operational SR-71 missions. I
came to the program in 1983 with a sterling record and a recommendation from
my commander, completing the weeklong interview and meeting Walter, my
partner for the next four years. He would ride four feet behind me, working
all the cameras, radios, and electronic jamming equipment. I joked that if
we were ever captured, he was the spy and I was just the driver. He told me
to keep the pointy end forward. We trained for a year, flying out of Beale
AFB in California, Kadena Airbase in Okinawa, and RAF Mindenhall in England.
On a typical training mission, we would take off near Sacramento, refuel
over Nevada, accelerate into Montana, obtain high Mach over Colorado, turn
right over New Mexico, speed across the Los Angeles Basin, run up the West
Coast, turn right at Seattle , then return to Beale. Total flight time:
two hours and 40 minutes. One day, high above Arizona, we were monitoring
the radio traffic of all the mortal airplanes below us. First, a Cessna
pilot asked the air traffic controllers to check his ground speed. 'Ninety
knots,' ATC replied. A twin Bonanza soon made the same request. 'One-twenty
on the ground,'
was the reply. To our surprise, a navy F-18 came over the radio with a
ground speed check. I knew exactly what he was doing. Of course, he had a
ground speed indicator in his cockpit, but he wanted to let all the
bug-smashers in the valley know what real speed was. 'Dusty 52, we show you
at 620 on the ground,'
ATC responded. The situation was too ripe. I heard the click of Walter's
mike button in the rear seat. In his most innocent voice, Walter startled
the controller by asking for a ground speed check from 81,000 feet, clearly
above controlled airspace. In a cool, professional voice, the controller
replied, 'Aspen 20, I show you at 1,982 knots on the ground.' We did not
hear another transmission on that frequency all the way to the coast. The
Blackbird always showed us something new, each aircraft possessing its own
unique personality. In time, we realized we were flying a national treasure.
When we taxied out of our revetments for takeoff, people took notice.
Traffic congregated near the airfield fences, because everyone wanted to see
and hear the mighty SR-71. You could not be a part of this program and not
come to love the airplane. Slowly, she revealed her secrets to us as we
earned her trust. One moonless night, while flying a routine training
mission over the Pacific, I wondered what the sky would look like from
84,000 feet if the cockpit lighting were dark. While heading home on a
straight course, I slowly turned down all of the lighting, reducing the
glare and revealing the night sky. Within seconds, I turned the lights back
up, fearful that the jet would know and somehow punish me. But my desire to
see the sky overruled my caution, and I dimmed the lighting again. To my
amazement, I saw a bright light outside my window. As my eyes adjusted to
the view, I realized that the brilliance was the broad expanse of the Milky
Way, now a gleaming stripe across the sky. Where dark spaces in the sky had
usually existed, there were now dense clusters of sparkling stars. Shooting
stars flashed across the canvas every few seconds. It was like a fireworks
display with no sound. I knew I had to get my eyes back on the instruments,
and reluctantly I brought my attention back inside. To my surprise, with the
cockpit lighting still off, I could see every gauge, lit by starlight. In
the plane's mirrors, I could see the eerie shine of my gold spacesuit
incandescently illuminated in a celestial glow. I stole one last glance out
the window. Despite our speed, we seemed still before the heavens, humbled
in the radiance of a much greater power. For those few moments, I felt a
part of something far more significant than anything we were doing in the
plane. The sharp sound of Walt's voice on the radio brought me back to the
tasks at hand as I prepared for our descent. The SR-71 was an expensive
aircraft to operate. The most significant cost was tanker support, and in
1990, confronted with budget cutbacks, the Air Force retired the SR-71. The
Blackbird had outrun nearly 4,000 missiles, not once taking a scratch from
enemy fire. On her final flight, the Blackbird, destined for the Smithsonian
National Air and Space Museum, sped from Los Angeles to Washington in 64
minutes, averaging 2,145 mph and setting four speed records. The SR-71
served six presidents, protecting America for a quarter of a century.
Unbeknownst to most of the country, the plane flew over North Vietnam, Red
China, North Korea, t he Middle East, South Africa, Cuba, Nicaragua, Iran,
Libya, and the Falkland Islands. On a weekly basis, the SR-71 kept watch
over every Soviet nuclear submarine and mobile missile site, and all of
their troop movements. It was a key factor in winning the Cold War. I am
proud to say I flew about 500 hours in this aircraft. I knew her well.She
gave way to no plane, proudly dragging her sonic boom through enemy
backyards with great impunity. She defeated every missile, outran every MiG,
and always brought us home. In the first 100 years of manned flight, no
aircraft was more remarkable. With the Libyan coast fast approaching now,
Walt asks me for the third time if I think the jet will get to the speed and
altitude we want in time. I tell him yes. I know he is concerned. He is
dealing with the data; that's what engineers do, and I am glad he is. But I
have my hands on the stick and throttles and can feel the heart of a
thoroughbred, running now with the power and perfection she was designed to
possess. I also talk to her. Like the combat veteran she is, the jet senses
the target area and seems to prepare herself. For the first time in two
days, the inlet door closes flush and all vibration is gone. We've become so
used to the constant buzzing that the jet sounds quiet now in comparison.
The Mach correspondingly increases slightly and the jet is flying in that
confidently smooth and steady style we have so often seen at these speeds.
We reach our target altitude and speed, with five miles to spare. Entering
the target area, in response to the jet's new-found vitality, Walt says,
'That's amazing' and with my left hand pushing two throttles farther
forward, I think to myself that there is much they don't teach in
engineering school. Out my left window, Libya looks like one huge sandbox. A
featureless brown terrain stretches all the way to the horizon. There is no
sign of any activity. Then Walt tells me that he is getting lots of
electronic signals, and they are not the friendly kind. The jet is
performing perfectly now, flying better than she has in weeks.
She seems to know where she is. She likes the high Mach, as we penetrate
deeper into Libyan airspace. Leaving the footprint of our sonic boom across
Benghazi, I sit motionless, with stilled hands on throttles and the pitch
control, my eyes glued to the gauges. Only the Mach indicator is moving,
steadily increasing in hundredths, in a rhythmic consistency similar to the
long distance runner who has caught his second wind and picked up the pace.
The jet was made for this kind of performance and she wasn't about to let an
errant inlet door make her miss the show. With the power of forty
locomotives, we puncture the quiet African sky and continue farther south
across a bleak landscape. Walt continues to update me with numerous
reactions he sees on th e DEF panel. He is receiving missile tracking
signals. With each mile we traverse, every two seconds, I become more
uncomfortable driving deeper into this barren and hostile land. I am glad
the DEF panel is not in the front seat. It would be a big distraction now,
seeing the lights flashing. In contrast, my cockpit is 'quiet' as the jet
purrs and relishes her new-found strength, continuing to slowly accelerate.
The spikes are full aft now, tucked twenty-six inches deep into the
nacelles. With all inlet doors tightly shut, at 3.24 Mach, the J-58s are
more like ramjets now, gulping 100,000 cubic feet of air per second. We are
a roaring express now, and as we roll through the enemy's backyard, I hope
our speed continues to defeat the missile radars below. We are approaching a
turn, and this is good. It will only make it more difficult for any launched
missile to solve the solution for hitting our aircraft. I push the speed up
at Walt's re quest. The jet does not skip a beat, nothing fluctuates, and
the cameras have a rock steady platform.
Walt received missile launch signals. Before he can say anything else, my
left hand instinctively moves the throttles yet farther forward. My eyes are
glued to temperature gauges now, as I know the jet will willingly go to
speeds that can harm her. The temps are relatively cool and from all the
warm temps we've encountered thus far, this surprises me but then, it really
doesn't surprise me.
Mach 3.31 and Walt are quiet for the moment. I move my gloved finder across
the small silver wheel on the autopilot panel which controls the aircraft's
pitch.
With the deft feel known to Swiss watchmakers, surgeons, and 'dinosaurs'
(old-time pilots who not only fly an airplane but 'feel it') I rotate the
pitch wheel somewhere between one-sixteenth and one-eighth inch, location a
position which yields the 500-foot-per-minute climb I desire. The jet raises
her nose one-sixth of a degree and knows I'll push her higher as she goes
faster. The Mach continues to rise, but during this segment of our route, I
am in no mood to pull throttles back. Walt's voice pierces the quiet of my
cockpit with the news of more missile launch signals. The gravity of
Walter's voice tells me that he believes the signals to be a more valid
threat than the others. Within seconds he tells me to 'push it up' and I
firmly press both throttles against their stops. For the next few second I
will let the jet go as fast as she wants. A final turn is coming up and we
both know that if we can hit that turn at this speed, we most likely will
defeat any missiles. We are not there yet, though, and I'm wondering if Walt
will call for a defensive turn off our course. With no words spoken, I sense
Walter is thinking in concert with me about maintaining our programmed
course. To keep from worrying, I glance outside, wondering if I'll be able
to visually pick up a missile aimed at us. Odd are the thoughts that wander
through one's mind in times like these. I found myself recalling the words
of former SR-71 pilots who were fired upon while flying missions over North
Vietnam. They said the few errant missile detonations they were able to
observe from the cockpit looked like implosions rather than explosions. This
was due to the great speed at which the jet was hurling away from the
exploding missile. I see nothing outside except the endless expanse of a
steel blue sky and the broad patch of tan earth far below. I have only had
my eyes out of the cockpit for seconds, but it seems like many minutes since
I have last checked the gauges inside. Returning my attention inward, I
glance first at the miles counter telling me how many more to go until we
can start our turn. Then I note the Mach, and passing beyond 3.45, I realize
that Walter and I have attained new personal records. The Mach continues to
increase. The ride is incredibly smooth.
There seems to be a confirmed trust now, between me and the jet; she will
not hesitate to deliver whatever speed we need, and I can count on no
problems with the inlets. Walt and I are ultimately depending on the jet now
- more so than normal - and she seems to know it. The cooler outside
temperatures have awakened the spirit born into her years ago, when men
dedicated to excellence took the time and care to build her well. With
spikes and doors as tight as they can get we are racing against the time it
could take a missile to reach our altitude. It is a race this jet will not
let us lose. The Mach eases to 3.5 as we crest
80,000 feet. We are a bullet now - except faster. We hit the turn, and I
feel some relief as our nose swings away from a country we have seen quite
enough of.
Screaming past Tripoli, our phenomenal speed continues to rise, and the
screaming Sled pummels the enemy one more time, laying down a parting sonic
boom. In seconds, we can see nothing but the expansive blue of the
Mediterranean .I realize that I still have my left hand full-forward and
we're continuing to rocket along in maximum afterburner. The TDI now shows
us Mach numbers not only new to our experience but flat out scary. Walt says
the DEF panel is now quiet and I know it is time to reduce our incredible
speed. I pull the throttles to the min 'burner range and the jet still
doesn't want to slow down. Normally, the Mach would be affected immediately
when making such a large throttle movement.
But for just a few moments, old 960 just sat out there at the high Mach she
seemed to love and, like the proud Sled she was, only began to slow when we
were well out of danger. I loved that jet. Brian Shul *
Message 24
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| Subject: | Re: Wood Lift Struts |
Thanks, Gary. No hurry, since I have not started the wing, yet!
Ray Krause
----- Original Message -----
From: "Gboothe5" <gboothe5@comcast.net>
Sent: Wednesday, January 25, 2012 5:42 AM
Subject: RE: Pietenpol-List: Re: Wood Lift Struts
> Ray,
>
> I am assuming that you mean the cabanes, as the wing strut attachments are
> not yet complete. #1178 shows the make-up. As soon as my strut fittings
> are
> done, I'll post pics, too.
>
> Gary
> NX308MB
>
> -----Original Message-----
> From: owner-pietenpol-list-server@matronics.com
> [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Ray Krause
> Sent: Tuesday, January 24, 2012 9:59 PM
> To: pietenpol-list@matronics.com
> Subject: Re: Pietenpol-List: Re: Wood Lift Struts
>
> <raykrause@frontiernet.net>
>
> Gary,
>
> I know you have published photos of your beautiful attachments for the
> spars. Would be so kind as to re-send them and a sketch, or photo, of the
> spar make-up?
>
> Thanks,
>
> Ray Krause
> Waiex and Sky Scout
> ----- Original Message -----
> From: "Gboothe5" <gboothe5@comcast.net>
> To: <pietenpol-list@matronics.com>
> Sent: Tuesday, January 24, 2012 11:23 AM
> Subject: RE: Pietenpol-List: Re: Wood Lift Struts
>
>
>>
>> Lest anyone considering using wood struts were to get squeamish based on
>> the
>> concerns presented below, let me remind you of the following:
>>
>> 1) The "pull-through strength" of most woods is well-known and published.
>> Clif Dawson presented me with one of these tables, which I have published
>> before, and assume can be found in the archives. Interestingly, the
>> numbers
>> are irrespective of grain direction, and are impressive.
>>
>> 2) Remember those engine mounts on the front of your plane? They rely
>> solely
>> on the clamping pressure of 3 #3 bolts, and grain direction is never even
>> mentioned; nor does the type of wood seem to matter either, whether
>> spruce,
>> fir, poplar, pine, etc.
>>
>> 3) Kevin Purtee just posted the changes he has made, one of which was to
>> remove and replace his previous wood struts. Those struts had suffered
>> some
>> wear, not due to workmanship or design, but with over 200 hours on them.
>> Kevin went on to point out that there was zero elongation in the holes,
>> and
>> his connection design is extremely simple.
>>
>> Gary from Cool
>> NX308MB
>>
>> -----Original Message-----
>> From: owner-pietenpol-list-server@matronics.com
>> [mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of tools
>> Sent: Tuesday, January 24, 2012 9:17 AM
>> To: pietenpol-list@matronics.com
>> Subject: Pietenpol-List: Re: Wood Lift Struts
>>
>>
>> It seems to me that the main issue with wood struts is how you attach the
>> end fittings. The issue there is preventing elongation of the holes, and
>> minimizing any structural integrity issues that may arise if they do.
>>
>> First, nearly all wood/metal interfaces rely on friction between the
>> fitting
>> and the wood to prevent the penetrating bolts from relying on shear
>> force.
>> The bolt can handle the shear, the metal fitting can handle the shear,
>> the
>> wood is clearly the weakest link.
>>
>> In the case of mounting a wood prop, Sensenich's documentation clearly
>> states that the bolts should hold the prop to the shaft and crush plates
>> to
>> the point that the prop can't rotate and put the bolts in shear, which
>> will
>> elongate the holes in the prop.
>>
>>
>>
>> In the case of a wood strut, the thing is in tension, so this is
>> especially
>> important.
>>
>> Wood moves a lot. It grows and shrinks in all three axises with moisture
>> variation. If a board has the growth rings basically parallel to the
>> face
>> of the board, it's "flatsawn". It will expand and contract across the
>> width
>> (in percentage) the most. Next the thickness, and last by a margin is
>> the
>> length.
>>
>> If you turn a flatsawn board into a quartersawn board (like Gary
>> describes),
>> you will maximize the stability of the board. The metal fitting will not
>> change it's width enough to matter. The board will, and will thusly
>> elongate the holes accordingly (if the bolts are a tight fit). By using
>> quartersawn wood you minimize this.
>>
>> The only part of the board that matters where a hole goes through it near
>> the end, is the little piece between that hole, and the end of the board.
>> In the case of quartersawn, it seems that it could much more easily be
>> broken out, than if the board were flatsawn.
>>
>> If you can hang on to a board well enough, flatly pulling it apart is
>> simply
>> not the issue. If you can stabilize it well enough, so that column
>> bucking
>> doesn't come into play, flatly squashing it isn't much of an issue
>> either.
>>
>> If a board is dried correctly, then milled correctly, warpage, cupage and
>> twist really aren't a concern (as they are negligable). They don't
>> affect
>> the strength of the wood anyway enough to matter.
>>
>> I think if you can't get wood that at least approches aircraft quality
>> (basically meaning no knots and straight grain without major growth
>> defects)
>> you need to laminate up a piece. I don't think it matters if you
>> laminate
>> to width or thickness, just however you like the look or need to for
>> available wood. If you do have decent quality wood, I think it's fine as
>> a
>> solid piece.
>>
>> No matter how you do it, properly engineered ends and properly installed,
>> REALLY REALLY matter.
>>
>> Tools
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=364695#364695
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
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