Today's Message Index:
----------------------
1. 01:49 AM - fabric tension .... when it cold again (giacummo)
2. 03:48 AM - Plans Question (Jack)
3. 04:02 AM - Re: totally off topic (nightmare)
4. 04:03 AM - Re: Plans Question (Jack Phillips)
5. 04:56 AM - Re: Plans Question (Jerry Dotson)
6. 05:11 AM - Re: Plans Question (Jack)
7. 07:47 AM - Re: brake disk thickness (Jerry Dotson)
8. 07:53 AM - Re: Bill Rewey's toe brake design (woodflier)
9. 08:11 AM - Bill Rewey's Piet (Greg Bacon)
10. 11:59 AM - Re: stopping authority (Doug Dever)
11. 02:03 PM - build update (nightmare)
12. 06:03 PM - Re: Bill Rewey's toe brake design (taildrags)
13. 08:52 PM - Re: build update (taildrags)
14. 08:55 PM - Re: fabric tension .... when it cold again (taildrags)
15. 09:05 PM - Re: build update (aerocarjake)
Message 1
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| Subject: | fabric tension .... when it cold again |
No doubts, just a finger feeling. I cover a piece of the stabilizer, when I was
stretching the fabric with the iron, y feel how the tension grow; at the last
temperature it is like a drum; but after 10 minues (when it cold again) I feel
the tension is less than minuets ago.
Could it be or it is just an illusion?.
--------
Mario Giacummo
http://vgmk1.blogspot.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=390375#390375
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On the plans page showing the wing struts it reads.Lower end of strut is
given a little play to avoid chances of crystallization of fuselage FTG.
Can anybody help with understanding this?
Thanks,
Jack
Jack Textor
Message 3
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| Subject: | Re: totally off topic |
very cool. that Kasperwing was mostly flown as a foot launch hang glider. ( my
other hobby). both the hang glider version and ultralight controlled pitch via
weight shift and roll via tip rudders/spoilers. one of the earliest ultralights.
Kasperwing is to ultralighting as Pietenpol is to the homebuilt movement.
Paul
--------
Paul Donahue
Started 8-3-12
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=390378#390378
Message 4
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Crystallization is a non-scientific way of describing metal fatigue. The
old-timers used to say "That metal was crystallized" when presented with a
fracture with both smooth and rough areas. All metals naturally have a
crystalline structure, but a fatigue fracture will show with part of the
break being smoothly polished where the edges of the crack rubbed together
and polished the surface of the crack.
Fatigue occurs when a stress reverses itself repeatedly (over millions of
cycles). The phenomenom is imperfectly understood, but it is understood how
to avoid it. You can either avoid it by keeping the stress below a
threshold limit (called the "Endurance Limit") for some metals, including
steels (aluminum has no Endurance Limit and can exhibit fatigue failures at
any level of stress, if the reversing stress is repeated enough times), or
by not allowing the stress to reverse from tension to compression.
Beechcraft Bonanzas, Douglas DC-3's, and General Dynamics F-16's used this
technique to eliminate fatigue in the wing attach bolts by preloading them
to high enough tension that when the wing flexed in negative G's at the
worst case the stress in the bolts would never get to zero, thus the bolts
never saw a reversing stress.
Sorry - I just realized that you asked what time it was, and I told you how
to build a clock. In answer to your original question - don't worry about
it. I'd make it tight. The metal won't "crystallize".
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
_____
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Jack
Sent: Thursday, December 13, 2012 6:48 AM
Subject: Pietenpol-List: Plans Question
On the plans page showing the wing struts it reads.Lower end of strut is
given a little play to avoid chances of crystallization of fuselage FTG.
Can anybody help with understanding this?
Thanks,
Jack
Jack Textor
Message 5
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| Subject: | Re: Plans Question |
YES what Jack said. Most guys when building race engines torque the rod bolts by
measuring the bolt at rest then torque it until it stretches a certain amount.
On Chevy engines it varies between 0.005 and 0.008 inches depending on the
part number of the bolt.
I have seen several instances where a bolt was under torqued and the bolt broke
and the hole was worn bigger to the point that parts had to be scrapped.
On my Piet the metal to wood fittings will be under close scrutiny. especially
the tail wheel mount where it hinges. That spot is under a high load when you
turn.
--------
Jerry Dotson
First flight June 16,2012
Started building July, 2009
Lycoming O-235 C2C
Jay Anderson CloudCars prop 76 X 44
do not archive
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Message 6
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| Subject: | Re: Plans Question |
Thanks for the lesson guys!
Sent from my iPad
Jack Textor
On Dec 13, 2012, at 5:47 AM, "Jack" <jack@textors.com> wrote:
> On the plans page showing the wing struts it readsLower end of st
rut is given a little play to avoid chances of crystallization of fuselage FT
G.
>
> Can anybody help with understanding this?
>
> Thanks,
>
> Jack
>
> Jack Textor
>
>
>
>
>
>
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Message 7
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| Subject: | Re: brake disk thickness |
Jack my mechanical brakes hold real good. I used Carlisle calipers. The wheels
and brake discs are Kawasaki Motocross 21". With plenty of heel pressure they
can hold for a full power run-up. The diameter of the disc + mechanical advantage
+ brake pad area + wheel diameter = brake performance. With the wheels and
discs and calipers I had no idea how much mechanical advantage to build into
the pedals. I just built TLAR and as luck goes it worked!
--------
Jerry Dotson
First flight June 16,2012
Started building July, 2009
Lycoming O-235 C2C
Jay Anderson CloudCars prop 76 X 44
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=390397#390397
Attachments:
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Message 8
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| Subject: | Re: Bill Rewey's toe brake design |
Jack, I used Bill's design too. They work very well. They're close enough t
o your toe to reach but not too close to push by accident.
Matt Paxton
Subject: Re: Pietenpol-List: stopping authority
From: Jack <jack@textors.com>
I'm planning toe brakes as per Bill Rewey
Sent from my iPad
Jack Textor
Message 9
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| Subject: | Bill Rewey's Piet |
Speaking of Bill Rewey, it seems amazing to me that his piet is still for
sale, listed on Barnstormers for $12K. What a bargain! I'm surprised it
hasn't been snapped up by now. It's a well built piet with a low time A65
(modified with a starter). Just saying.....
do not archive
--
Greg Bacon
Prairie Home, MO
NX114D(Mountain Piet)
Message 10
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| Subject: | stopping authority |
Problem with heel brakes for me was I could never get near full rudder and
brake at the same time with my size 9s.
Doug Dever
In beautiful Stow Ohio
Subject: Re: Pietenpol-List: stopping authority
From: helspersew@aol.com
Still remember getting horrendous foot cramps activating those dastardly he
el brakes in the Aeronca 7AC. OUWWWWWW! Hope the geometry in the Piet is be
tter!
Dan Helsper
Puryear=2C TN
-----Original Message-----
From: Cuy=2C Michael D. (GRC-RXD0)[Vantage Partners=2C LLC] (GRC-RXD0)[Vant
age
Partners=2C LLC] <michael.d.cuy@nasa.gov>
Sent: Wed=2C Dec 12=2C 2012 11:21 am
Subject: Pietenpol-List: stopping authority
Jack--Yes. The Comet racing go-kart brakes I'm using do provide enough
authority to help
in ground taxiing=2C turning=2C but mostly are used for runup an
d they
only hold me to about 1400 rpm.
I never use the brakes on takeoff or landing as they aren't nece
ssary
unless you get yourself into
a dire straits approximating an impending ground loop.
Your hydraulics should provide a little more umph I would imagin
e.
Mike C.
PS- the photo shows the 4130-fabricated brake pedals I made up. Heel brakes
very
similar to what you
would find in an Aeronca or Cub. Spring return action=2C easy to operate.
Message 11
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im pretty gitty with excitement today. finished my ribs a few weeks ago but they
were just standing up in my closet. today i clamped them up together and trued
them up with a straight edge sander.
also very happy with my first center section spar. its 1/2 inch doug fir strips
laminated horizontally, sandwiched with 1/8 okume, and doug fir strips to
make up the i-beam.
I've got all the tail surfaces done, and all the rib pieces that make up the
center section. one more center section spar and then i can finally build a
big piece of the airplane. yee haa.
--------
Paul Donahue
Started 8-3-12
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=390412#390412
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Message 12
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| Subject: | Re: Bill Rewey's toe brake design |
Scout has the Bill Rewey toe brake setup and I love it. The brakes are off of
a Cessna 172 so they have plenty of authority, plus the airplane has 6.00x6 Clevelands,
not large-diameter spoked motorcycle wheels/tires, so I have no problem
stopping, turning, steering, or anything else... and the brakes never even
get warm in a hard braking landing situation with partial power on, in the middle
of summer.
I'd like to point out one thing about heel- vs. toe-brakes with the stock rudder
bar arrangement. In general, I like heel brakes but that's probably because
I cut my teeth on them on my early training in the J-3. That was with conventional
rudder pedals though. Recognize that when you have a rudder bar and not
pedals, the geometry is all different. With pedals, your heels are the pivot
point for rudder actuation so sliding them laterally to engage the brakes doesn't
involve a large change in geometry. With a rudder bar, your heels are constantly
moving as the rudder is moved, so heel brakes are a moving target.
Mike Cuy and others with heel brakes, please chime in here- but I find that the
toe brakes with the rudder bar are quite easy to operate and get used to. Not
so sure about rudder bar and heel brakes, but I suppose compared to the gyrations
that the Wrights had to make to fly their wing-warping wonders (while lying
on their bellies-!), we have it pretty good.
In closing, I will say that the brakes on Scout are so effective that in a very
strong headwind and with the brakes locked, the plane would probably skid backwards
on dry pavement before the brakes would slip. On grass or wet grass, it
would skid even sooner. Corky did a good job on wheels and brakes!
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
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http://forums.matronics.com/viewtopic.php?p=390422#390422
Message 13
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| Subject: | Re: build update |
Nightmare;
The plans call for 1/4" x1/2" capstrips and sticks for the ribs. Yours look a
lot beefier than that. What is the width of those ribs?
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=390426#390426
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| Subject: | Re: fabric tension .... when it cold again |
Mario: I noticed the same thing while washing my airplane last weekend. The temperature
was about 40F, the water was not very much warmer than that. The fabric
covering on the airplane felt "softer", not as taut as when it is parked
in the sunshine in summertime. I think it is the temperature difference.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
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http://forums.matronics.com/viewtopic.php?p=390427#390427
Message 15
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| Subject: | Re: build update |
Awesome...!
Do nor archive
--------
Jake Schultz - curator,
Newport Way Air Museum (OK, it's just my home)
Read this topic online here:
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