Today's Message Index:
----------------------
1. 02:50 AM - Re: Re: fabric tension .... when it cold again (Mario Giacummo)
2. 03:54 AM - Re: build update (nightmare)
3. 04:35 AM - Re: Re: Bill Rewey's toe brake design (Jack Phillips)
4. 04:59 AM - Re: Re: fabric tension .... when it cold again (Dortch, Steven D MAJ MIL USA NGB)
5. 06:00 AM - Re: Re: Bill Rewey's toe brake design (Dortch, Steven D MAJ MIL USA NGB)
6. 12:30 PM - Landings can be such fun...take offs too. (Gerry Holland)
7. 01:26 PM - The proper use of an airplane for child discipline (TOM STINEMETZE)
Message 1
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| Subject: | Re: fabric tension .... when it cold again |
It could be, this days are very hot here.
regards.
Mario Giacummo
. -..- .. ... - .. .-. / . ... / ..- -. / .... . -.-. .... --- --..-- /
...- .. ...- .. .-. / . ... / ..- -. / .- .-. - .
2012/12/14 taildrags <taildrags@hotmail.com>
>
> 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
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=390427#390427
>
>
Message 2
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| Subject: | Re: build update |
must be my iphone lens. they are 1/2 x 1/4.
--------
Paul Donahue
Started 8-3-12
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=390435#390435
Message 3
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| Subject: | Re: Bill Rewey's toe brake design |
I have heel brakes on mine and have no problem with the rudder bar. On
landing, I will typically use the rudder bar normally until the plane has
slowed a bit, then shift my feet back so my heels are on the brakes and my
toes are on the rudder bar. I prefer heel brakes (probably, like Oscar,
because I learned to fly in a J-3). To me it seems more natural to dig your
heels in to stop, rather than pointing your toes.
I have Cleveland hydraulic brakes and 21" wheels. My brakes will hold it
for a runup, and will only slowly slip at full throttle.
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of taildrags
Sent: Thursday, December 13, 2012 9:03 PM
Subject: Pietenpol-List: 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
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=390422#390422
Message 4
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| Subject: | Re: fabric tension .... when it cold again |
Funny an old A&P in Dalhart moved the date on his annual so that his fabric would
get through one more punch test based on the tautness due to temperature.
Maybe Scout longs for warmer weather. I can be at the airport to unload Scout on
most weekends or after hours with some planning. Just let me know.;+}
Blue Skies
Steve D
----- Original Message -----
From: taildrags <taildrags@hotmail.com>
Subject: Pietenpol-List: 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
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=390427#390427
>
>
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: Bill Rewey's toe brake design |
during my tailwheel checkout, 95 year old CFI Vern Foster had me land into the
wind (about 15 MPH) and as the plane slowed, apply brakes and bring the throttle
up. The idea was to set still on the runway with the tail up and but not moving.
brakes enough to hold the plane still and enough thrust to keep the tail
up.
The Practical application was to be able to keep the plane on the ground in a very
strong wind. His experience was in a Hughes 500. He had a load of oil executives
on board and had compleated runup. He had taxied to the runup area and
a gust front came through. So he faced it into the wind set the brakes and ran
it up until the tail was up. He "flew" the plane for 10 minutes until the wind
died down and was strong but steady. then he took of.
Vern told me I would probably never use it, but it was one more tool in the toolbox.
BTW the brakes were pretty weak and I held the tail up but the plane kept creeping
forward. Vern just laughed and told me to hope for better brakes or more wind.
It was a fun excercise.
Blue Skies,
Steve D
----- Original Message -----
From: taildrags <taildrags@hotmail.com>
Subject: Pietenpol-List: 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
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=390422#390422
>
>
>
>
>
>
>
>
>
>
Message 6
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| Subject: | Landings can be such fun...take offs too. |
Bit off topic but....
http://www.bbc.co.uk/news/world-europe-20734048
Regards
Gerry
do not archive
Message 7
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| Subject: | The proper use of an airplane for child discipline |
Not my own personal story but I sure wish I had thought of it.
Stinemetze
Do Not Archive
Most people today think it improper to discipline children, so I have
tried other methods to control my kids when they have had one of 'those
moments.'
Since I'm a pilot, one method that I have found very effective is for me
to just take the child for a short flight during which I say nothing and
give the child the opportunity to reflect on his or her behavior.
I don't know whether it's the steady vibration from the engines, or just
the time away from any distractions such as TV, video games, computer,
iPod, etc.
Either way, my kids usually calm down and stop misbehaving after our
flight together. I believe that eye to eye contact during these sessions
is an important element in achieving the desired results.
I've included a photo below of one of my sessions with my son, in case you
would like to use the technique...
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