Today's Message Index:
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1. 09:15 AM - Re: Re: Toe brake pedal location (skipgadd@earthlink.net)
2. 12:40 PM - Update on comparisson test of Pietenpol and Riblett airfoils (Barnwell Regional Airport)
3. 12:51 PM - Re: Toe brake pedal location (taildrags)
4. 02:14 PM - Re: Update on comparisson test of Pietenpol and Riblett airfoils (Gardiner)
5. 05:18 PM - Re: Pietenpol and Riblett performance comparisons (Jerry Dotson)
6. 08:28 PM - Re: Pietenpol and Riblett performance comparisons (taildrags)
7. 09:15 PM - Re: Pietenpol and Riblett performance comparisons (nightmare)
Message 1
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Subject: | Re: Toe brake pedal location |
Hey Oscar
Yes, planing on the Bill Rewey type setup.
I have Hurst Airheart master cylinder/resevoir and calipers.
The trick with toe brakes and rudder bar I believe is you need to be able
to apply max rudder deflection without break. Also it would be nice be able
to do max brake with the rudder bar at neutral.
Based on your and Dans pictures I believe my pads are too high (4.5") above
the bar, and maybe too far aft (about half way between the rudder bar and
seat bulkhead).
I plan to move the master cylinder out to the ply board and bend or remake
the peddles (this is my third set). The new pad location would be about an
inch aft of the seat bulkhead, 3" to 3.5" above the bar, and the outside
edge of the pad just inboard the 1" diagonal.
I have looked at Reweys pictures and a lot more at West Coast Piet, but not
all. Would welcome suggestions of good pictures there or other sites.
Thanks
Skip
> [Original Message]
> From: taildrags <taildrags@hotmail.com>
> To: <pietenpol-list@matronics.com>
> Date: 2/2/2013 1:25:32 PM
> Subject: Pietenpol-List: Re: Toe brake pedal location
>
>
> Sorry... I should have continued: if you're using the Bill Rewey setup
with brake masters mounted to the fuselage diagonals and toe pedals
directly actuating them, there are some very good pictures of his setup,
left and right sides, on westcoastpiet.com . Go to 'photos', Bill Rewey's,
and take a look. Scout has that same setup except with extensions welded
onto the smallish pedals in the stock Rewey setup. It's a bit easier for
my feet to find the pedals with short extensions on them.
>
> I found when I replaced the old masters (which were ex-Cessna with the
parking brake bits, just like Rewey's) with new Matco masters, the geometry
placed the pedals in just a bit of a diffferent position and I didn't like
it, so I had to relocate the mounting points for the new masters. I didn't
want to drill more holes in the fuselage framing, but it turned out that I
could re-use one of the two existing holes and just make one new one.
>
> Brake pedal positioning is a very subjective thing and all you'll be able
to get from the rest of us is an approximation. As they say, "your mileage
may vary".
>
> --------
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC "Scout"
> A75 power
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393454#393454
>
>
Message 2
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Subject: | Update on comparisson test of Pietenpol and Riblett airfoils |
Fellow Pietenpol enthusiasts,
Because of all the comments/questions to date, I thought a brief update
mignt be in order.
it's attached in a pdf file. Just cick and open.
Please keep in mind that the testing is and will be ongoing for some
time.
Enjoy,
P. F.
Message 3
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Subject: | Re: Toe brake pedal location |
Skip;
Unfortunately, you may just have to take your best shot at working out the geometry
while sitting in the cockpit, then wait until you do your taxi tests to see
how your pedal geometry works. The good news is that it's not too difficult
to get the brake pedals out to work on them after the brakes are installed.
That is, it's not too difficult unless you have a large torso and short arms,
because it involves hanging over the side into the front cockpit to work on the
brakes. It can get awkward.
When I first started flying the Piet, I worried about inadvertently applying brakes
while dancing on the rudder bar in a gusty x-wind landing. I had these fears
of putting the plane on its nose or hitting the prop if I pressed on the
brakes while rolling out. So far, I've never done that, and I don't consciously
think about staying off the brakes while waggling the rudder during landing.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393523#393523
Message 4
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Subject: | Re: Update on comparisson test of Pietenpol and Riblett |
airfoils
On 2/3/2013 3:39 PM, Barnwell Regional Airport wrote:
> Fellow Pietenpol enthusiasts,
> Because of all the comments/questions to date, I thought a brief
> update mignt be in order.
> it's attached in a pdf file. Just cick and open.
> Please keep in mind that the testing is and will be ongoing for some time.
> Enjoy,
> P. F.
Well said PF, you do good work and I appreciate what you are trying to
convey to the group. I don't think any of the negative comments were
made by builders of exact similar planes. Cheers, Airlion
Message 5
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Subject: | Re: Pietenpol and Riblett performance comparisons |
PF Beck and Don Harper need some attaboys for their efforts. I applaud you.
Now my Piet would not be a good one to compare.
32 1/2 foot one piece wing BP airfoil
Lycoming O-235 C2C 115 hp @ 2800 but it never sees over 2500 so it actually puts
out around 100 hp
CloudCars prop 76 X 44
Performance figures .... not real scientific!
Top speed 105 and was still climbing. I'm dumb but not that dumb. It was
waay too fast for me.
Top cruise @ 2450 90 or a little better. I only did that for a test. Still way
too fast.
I normally cruise about 2000 and get 70-72. If I get in a hurry 2200 gets 80
Climb is around 900 to 1000 feet per minute but I never use that for long.
When I get above the trees good I throttle back and climb @ 70
Stall is around 40 or 42. I was expecting 35 but not to be.
All these non-scientific tests were done at a gross weight of 1150 to 1160. The
speed checks were
done 2 directions with a Garmin GPS. (except for top speed it was indicated)
--------
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=393559#393559
Attachments:
http://forums.matronics.com//files/a12_144.jpg
Message 6
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Subject: | Re: Pietenpol and Riblett performance comparisons |
Well, here's an opportunity to compare theory with practice. Back when I used
to be on the airfoil group on yahoo groups, there was a very good paper posted
by the moderator. In it, he compared the Cub airfoil (USA35B) with the Pietenpol
airfoil analytically, and made some comments about what the differences might
be in stall and drag. I believe there was also a paper posted there from
the late Harry Riblett, containing his own observations and comparisons between
one of his airfoils and the Pietenpol airfoil. If anybody is on that list,
perhaps you can retrieve that info.
Mind you, all of this is academic, but it can be fun too. And not that scientific
advancement doesn't have its value and successes, but don't you love it when
something that's done by eye turns out nicer than something that a computer
generates? Based on what I've seen in a lot of cases over the years, Mr. Pietenpol
has smiled many times from his grave as his good old Air Camper has proven
itself over attempted "improvements" to it. I know he has smiled at me a
time or two when I've tried.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393569#393569
Message 7
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Subject: | Re: Pietenpol and Riblett performance comparisons |
lookin good Jerry! Love that deck angle.
--------
Paul Donahue
Started 8-3-12
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393573#393573
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