Today's Message Index:
----------------------
1. 04:20 AM - Re: elevator bellcrank (danhelsper@aol.com)
2. 04:22 AM - Re: Ailerons, up and down (nightmare)
3. 04:36 AM - Re: Re: Ailerons, up and down (Jack Phillips)
4. 05:28 AM - Re: Re: More files from the Galacticly inept Piet builder (Jack)
5. 05:40 AM - to rub or not to rub, that is the question (Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC])
6. 06:26 AM - Re: Ailerons, up and down (tools)
7. 06:38 AM - Re: More files from the Galacticly inept Piet builder (bdewenter)
8. 06:50 AM - Re: Ailerons, up and down (Bill Church)
9. 07:01 AM - Re: elevator bellcrank (Don Emch)
10. 07:07 AM - Re: texas piet. flyin (papadave)
11. 07:11 AM - Re: Ailerons, up and down (nightmare)
12. 07:37 AM - Re: Ailerons, up and down (jarheadpilot82)
13. 07:46 AM - Re: Ailerons, up and down (Bill Church)
14. 07:48 AM - Brodhead 2014 (John Franklin)
15. 07:55 AM - Re: Brodhead 2014 (Jack Phillips)
16. 08:18 AM - Slick Mags ()
17. 08:20 AM - Re: Brodhead 2014 (Ryan Mueller)
18. 08:20 AM - Re: Ailerons, up and down (curtdm(at)gmail.com)
19. 08:44 AM - Re: Brodhead 2014 (Jack)
20. 09:56 AM - Re: Brodhead 2014 (Don Emch)
21. 10:06 AM - Re: Ailerons, up and down (tools)
22. 10:09 AM - Re: Re: Brodhead 2014 (Ryan Mueller)
23. 10:28 AM - Re: Re: elevator bellcrank (gcardinal@comcast.net)
24. 10:28 AM - Re: Re: Brodhead 2014 (danhelsper@aol.com)
25. 10:55 AM - Re: Re: Brodhead 2014 (Ryan Mueller)
26. 11:29 AM - Re: Brodhead 2014 (John Francis)
27. 03:59 PM - Re: Re: Brodhead 2014 (Dennis Engelkenjohn)
28. 09:50 PM - Re: Ailerons, up and down (taildrags)
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| Subject: | Re: elevator bellcrank |
Dennis,
The Hoopman plans are correct. Do not change them. The top elevator cable i
s supposed to drag on the leading edge of the horizontal stabilizer. That's
one of the distinct and wonderful aspects about this design. One of the be
st days of my life was when I got to glue that patch of leather on the stab
, in just the right place. In fact, I had been looking forward to it for ye
ars. In addition, to some on this list, instituting the change you suggest
may preclude your airplane from being called a genuine Pietenpol. And, if m
emory serves, this is one of the specifically-listed disqualifiers, for con
sideration of the Spirit Award, at Brodhead.
Dan Helsper
Puryear, TN.
cc. Top Curmudgeon
P.S. Not to mention that leather patch acts as a fairing, adding at least o
ne or two knots to cruising speed. (Ask me how I know)
P.P.S. I hope you haven't made the aileron horns of the "slab" design
On Tue, Feb 11, 2014 at 8:16 PM, Dennis Engelkenjohn <mushface1@gmail.com>
wrote:
I need some help here. According to the Hoopman plans, page 4, upper right
hand corner the center of the elevator bellcrank is 9=9D from the low
er longeron. This causes the upper elevator cables to drag on the leading e
dge of the horizontal stabilizer. What will happen if I raise the center of
the bellcrank up an inch or so? Have seen many at Brodhead that just glued
a piece of leather to the top of the leading edge but was wondering if I c
ould move it slightly to avoid the rubbing? Any ideas?
Dennis
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| Subject: | Re: Ailerons, up and down |
All that said..... are current piet flyers happy with their stock aileron geometry?
Have read occasionally of posts that complain of slack cables. Has anyone
"tweaked" the design with improved geometry?
--------
Paul Donahue
Started 8-3-12
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418585#418585
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| Subject: | Re: Ailerons, up and down |
The simple fact is, as designed the ailerons work acceptably well, as long
as the gaps are sealed. There is adverse yaw (plenty of it) but that was
common on planes designed in the 20's and 30's (ever flown a J-3 Cub?).
That is why planes of that era tend to have large, powerful rudders.
If you want a plane with perfectly balanced differential ailerons, build an
RV4. I can do aileron rolls all day long in my RV4 without ever putting my
feet on the rudder pedals. But that's not what I want when I fly my
Pietenpol. It flies like what it is - a 1929 design.
How does the RV4 do this? Its ailerons have a combination of differential
action (the up side aileron travels further than the down side aileron) and
a Frise type design, where the leading edge of the upgoing aileron extends
down below the bottom surface of the wing which does two things - it
provides somewhat of an "air balance" relieving some of the stick forces and
it adds drag on the wing opposite the down-going aileron, helping to balance
the drag evenly. A J-3 Cub also uses Frise type ailerons, but the design
had not been refined as well in 1938. It also helps that the RV4 has a
wingspan 6 feet less than the Pietenpol.
I enjoy the way the Pietenpol flies. Build it per the plans and it will fly
just fine. Make changes to the design to "improve" it (and I'm guilty of
this, as are most builders) and you may have an acceptable airplane but it
probably won't fly as well as the original design. Old Bernard knew what he
was doing.
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 tkreiner
Sent: Tuesday, February 11, 2014 9:06 PM
Subject: Pietenpol-List: Re: Ailerons, up and down
After reading this thread some 5 weeks ago, I've awoken with the question in
my head, as Giacommo did, as to how and why differential aileron control
works.
So, bear with me, and let's have a little fun with this on a cold February
night! Yup, even here in Houston it's pretty cold yet... but I digress...
Imagine if you can, that the control wires are only attached to the lower
aileron horns, and further, that the wires are in fact tiny diameter rigid
wires, such that, if they were pulled or pushed, there would be neither
slack nor stretch. (In our actual aileron controls, we want both of the
lower horns to be identical, both of the top horns to be identical, and both
the left hand an right hand stick horns to be identical.) Still with me?
Great! Let's continue...
Now, when the stick is moved to the left... the eye attached to this rigid
cable moves exactly 2.0 inches. Conversely, when the stick is moved to the
right, the eye on the other side of the stick moves exactly 2.0 inches, as
well. If this weren't the case, there would a larger aileron angle on one
side than the other, and we just don't want that.
So, if the eye on the stick 'horn moves identically side to side, the
aileron lower control horns do as well. Are you beginning to see the point?
Maybe not, so let's delve further into this...
The upper aileron control horns are really along for the ride... in a sense,
because they only balance the movement from one side to another.
So, we ask, how are ailerons made to operate differentially? Simple, thru
design geometry of the control system, specifically the horns.
Since the 'horn moves let us say, 2 in. fore, and 2 in. aft... the geometry
of the horn is the only consideration needed to create differential control.
What the airframe designer does is determine how much displacement he can
design into the control system, and then adjust the horn angles and lengths
to get the displacement and angular motion he desires.
In the attachment, you'll see some angles, and some dimensions - these are
looking at the left hand aileron control horn from the cockpit. For the
moment, forget about the top aileron horn, as, like I stated earlier, for
our purpose, it's only along for the ride. The attachment will require a
little thought to understand, but you'll get it quickly. Prior to moving
the ailerons, the stick will be in the neutral position, and accordingly,
the line labeled N is where the centerline of the control horn eye will be
located. When the stick is move to the right, the cable will move - in this
case - 1.95 inches, pulling the aileron down. When the stick is moved to
the left, that same displacement of 1.95 inches yields a larger angle, and
that angle is determined solely by control horn geometry. (The angle of 41.4
deg. from a line perpendicular to the bottom of the airfoil determines the
angles shown for the equal displacement yielding 15 and 20 degrees of down
and up aileron, !
respectively.)
Back to the top control horn... Whether the horn is 3 in. from the instant
center, or 3 ft, doesn't matter, as the other horn will be identical, and
the two horns will displace exactly the same distance. Like I said earlier,
the top horns only create the balance needed in the system.
Now for the bad news... the control geometry of the Piet does NOT provide
the type of differential control we want in an aircraft; the angles given in
the LAA document of 15 deg. up and 20 deg. down appear to be correct per the
Hoopman drawings, and if you want proper differential controls, you will
need to redesign your control horns on your own. Perhaps these angles work
well with the FC-10 airfoil; one can only guess, as there are dozens if not
hundreds of Piet's being flown with them, and they appear to be OK.
There will be a small amount of cable geometry to be considered, but I
thought it would be beyond the basics shown here.
Shoot me comments, but DON'T SHOOT ME!
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418566#418566
Attachments:
http://forums.matronics.com//files/control_horn_geometry_908.jpg
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| Subject: | Re: More files from the Galacticly inept Piet builder |
Bob here are a couple of shots from my site showing my makeshift brake.
http://www.textors.com/cabane_fittings_010.jpg
http://www.textors.com/cabane_fittings_015.jpg
http://www.textors.com/Horns_005.jpg
Jack Textor
West Des Moines, IA
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of Chris
Sent: Wednesday, February 12, 2014 1:27 AM
Subject: RE: Pietenpol-List: Re: More files from the Galacticly inept Piet
builder
Bob
You didn't ask me but here is my answer. I would not use part C and it is
unlikely you could make it the correct size if you tried to fix it. Part B
left side is your best bend. You might be able to salvage B but it's
probably not worth the effort.
I think you have something wrong with your technique. I found that using
wood forms, like the yellow book shows, for material this thick would crush
the wood and make the bend radius too large and not produce nice bends. My
results were very similar to your results. Maybe it works with aluminum but
I have not tried it. What I ended up doing is taking a piece of 3/8-inch
6-inches long x 2-inch wide steel bar (scrap I picked up at a scrap metal
dealer). The dimensions don't need to be exact. Make the correct radius on
one edge. As others have said 4130 can have a 1xthickness bend radius for
the 90 degree bend. Also, if you're trying for a 90 degree bend you will
have to bend it past 90 so you will have to grind off some of the top of the
bar like the book shows.
In this picture
http://westcoastpiet.com/images/Chris%20Tracy/images/IMG_0048.JPG you can
see that I have the part to be bent sandwiched between the radiused bar and
another one that acts as a backer for the fitting (in this case the rudder
horn). You will want to hit the metal to be bent close to the bar so the
bend all happens along the bar. I found hitting it with a hammer left marks
so I use a chunk of wood or better yet a bronze rod I found at the scrap
yard.
For the fitting that your trying to make, I made the first 90 bend in the
vice like in the picture. Then to form the U I had to clamp it off the end
of the vice and use a C-clamp to hold the other end. This will require you
to figure out your bend layout (like in the blue Bengals book?) but it is
not hard. What you are striving for are flat side with a nice bend. Not
curved like in the bottom of your part C. If you need any more help I can
shoot some better pictures of the process.
The best thing I made to bend parts was this.
http://westcoastpiet.com/bench-top_bender.htm > It makes for easy bending
and reproducibility.
Chris T.
Sacramento, Ca
Westcoastpiet.com
-----Original Message-----
From: owner-pietenpol-list-server@matronics.com
[mailto:owner-pietenpol-list-server@matronics.com] On Behalf Of bdewenter
Sent: Tuesday, February 11, 2014 2:05 PM
Subject: Pietenpol-List: Re: More files from the Galacticly inept Piet
builder
--> <anonymouse@woh.rr.com>
Jack,
I appreciate your experience. Would you change part "C" ?
--------
Bob 'Early Builder' Dewenter
Dayton OH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418554#418554
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| Subject: | to rub or not to rub, that is the question |
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| Subject: | Re: Ailerons, up and down |
There's a number of things like this in the old Piet. It's commonly said old Bernard
knew what he was doing, including the oft referred to "lifting tail" as
demonstrated in so many having down deflection in pictures... but it isn't, at
all.
So, what we have here, is experimental design, pure and simple. I don't think
Bernard was necessarily a aero genius at all, what he was, was EXTREMELY mechanically
intuitive. The biggest problem with designs that don't meet the most
stringent of genius design, is the question of will it work in the real world,
and will if last in the real world.
Considering he built however many umpteen of these things, and did it WAY long
ago, and a bazillion others have as well, we're past the point of being wary of
his design. If you do it like he did, it'll work. Plain and simple. If you
change it, you'll be in the same position ALL of them guys were back then.
I don't think Bernard KNEW his design would work so well, any more than all the
other guys who have faded into obscurity knew theirs would fail. It might be
better, it might be worse!
Always great to ask questions, a better understanding never hurts, but part of
the Piet genre is just hitting the "I believe" button and pressing on...
As for specifics, the aileron geometry has always made me wonder. All the slackness,
just doesn't look like it'll work or fly well. I LOVE how the thing flies,
more than a 757 (which I LOVE to fly...). I just handles really nicely I
think. After the gear debacle on mine, when I put it all back together the aileron
cables were tighter, looked WAY more better to me. Thought that surely
this was gonna be an improvement (the wing moved up a tad due to cabane strut
changes).
Wrong. It flew HORRIBLY. Like I have no light civil experience and know something
is terribly wrong... Landed, made a few calls, confirmed what was kinda
nagging me and loosened them back to where they were when I got the plane. Flew
just as good as ever.
Some combinations just work. I'm not a "Piet purist". However, if you do change
from the original very much at all, you don't have the same combination, which
truly makes it experimental! I really don't consider the Piet experimental
in that sense of the word.
Bob Denver most likely died because a fuel valve was moved from the design point...
Now, did the original designer put it where it was due to some design genius
he had? Probably not... but the change did result in a short guy not being
able to reach it, and had catastrophic results on down the incident chain of
events.
The fact that the original designers position was indeed a really good idea, is
now known. In many designs, this works the other way. Little things crop up
over and over and the design is changed (officially or not). As it turns out,
Piet's original design really hasn't seen a lot of change. More reliable motors,
4130, polyester fabric, more reliable methods of the original motor... but
that's about it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418590#418590
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| Subject: | Re: More files from the Galacticly inept Piet builder |
Jack T,
Thanks for posting those images. I actually have seen them from your excellent
web site - a treasure trove!
Chris,
Thanks for the reply. I agree with you.
Greg,
I agree. Thanks for replying.
--------
Bob 'Early Builder' Dewenter
Dayton OH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418592#418592
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| Subject: | Re: Ailerons, up and down |
Okay, here's my (long-winded) take on the situation:
1. The aileron horns are one piece (upper and lower), so if the lower horn rotates
15 degrees, then so does the upper horn. And so does the aileron, for that
matter.
2. The movement of the ailerons is governed by the cables that are pulling on
them (you can't really push a cable). The pulling cables are connected to the
lower horns. i.e. when the control stick is moved side-to-side, the cable that
does the work goes from the control stick aileron horn to one of the lower aileron
horns.
3. The upper horns are directly linked to each other by a cable (and a couple
of pulleys), so a 15 degree downward rotation of the left aileron should result
in a 15 degree upward rotation of the right aileron *assuming that there is
no slack in the connecting cable*.
However, it is common practice to rig the ailerons on these aircraft (like many
other vintage aircraft) with the ailerons drooping slightly, when the plane is
sitting on the ground. The aerodynamic forces on the ailerons will cause the
ailerons to level out when in flight. As a result, there will be some slack
introduced to the cable connecting the upper horns - when in flight. And this
slack will result in a reduced rotation of the aileron upwards, as opposed to
the aileron that is being pulled downwards. Thus, the figures listed in the
LAA document likely are correct, based on observed conditions.
An alternate idea would be to rig the ailerons so that they sat with a slight upward
deflection when at rest. This would effectively introduce a bit of washout
into the wings, which is usually a good idea (so the the root of the wing
stalls before the tips, allowing for some aileron control in a stall). However,
some builders have noted that shortening the balance cable (between the two
upper horns) causes the cable system to bind slightly - which isn't a good thing.
The short answer is that, ideally (i.e. with zero slack), if one aileron rotates
20 degrees, the other one will also rotate the same 20 degrees.
The aileron horns themselves are designed such that if the connection point (where
the cable attaches) is moved a set distance - say 1 inch - the result (in
degrees of rotation) will vary based on whether the cable is connected to the
upper or lower horn. The 1 inch linear movement at the upper horn will result
in a greater rotation than the same 1 inch linear movement at the lower horn -
because the upper horn connection point is closer to the pivot point (the hinge)
than the lower horn connection point is. But the actual pull of cables is
only applied to the lower horn of one aileron (which is then transferred directly
from that aileron's upper horn to the other aileron's upper horn). So there
is no actual differential aileron control designed into the system.
As Jack, and others have said, the system works. It's a vintage aircraft design,
and it will perform like a vintage aircraft, with the accompanying amount of
adverse yaw. Luckily there is a rudder in the back to help compensate.
Bill C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418593#418593
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| Subject: | Re: elevator bellcrank |
Couldn't agree more. Leather patch on the horizontal stabilizer identifies it
as a Pietenpol!
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418594#418594
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| Subject: | Re: texas piet. flyin |
I live in Elk City, OK just a bit north of you. I think a Pietenpol fly-in would
be awesome. I'm waiting for my plans to arrive this week and I hope to get
started building this month. I know I won't be done by this spring but I'm sure
I can scrounge up something else to fly down with.
Late April, May, or early June would be best for me.
--------
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418595#418595
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| Subject: | Re: Ailerons, up and down |
Sounds good to me guys. Thanks for clearing this up (atleast to me). Keeping mine
as per plans. Dont know unless you ask.
--------
Paul Donahue
Started 8-3-12
do not archive
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Message 12
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| Subject: | Re: Ailerons, up and down |
Tools,
John Denver, the singer died in the airplane. Bob Denver, aka "Gilligan" of Island
fame died of cancer in 2005.
Small point not germane to the discussion but worth correcting nonetheless.
Skipper
--------
Semper Fi,
Terry Hand
Athens, GA
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Message 13
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| Subject: | Re: Ailerons, up and down |
Perhaps the cancer was caused by moving the fuel valve.
just sayin'...
BC
(too bad the "do not archive" feature doesn't actually work)
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Message 14
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With a bunch of airline miles, I was able to scam a free ride on Southwest Airlines
so naturally I chose Brodhead! Can you guys give me some info on overnight
accommodations? I emailed the EAA chapter up there but didn't get a response.
Thanks,
John Franklin
GN-1 / Corvair 164cid
Prairie Aire 4TA0
Needville, TX
Message 15
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The usual accomodation is a tent
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 John
Franklin
Sent: Wednesday, February 12, 2014 10:48 AM
Subject: Pietenpol-List: Brodhead 2014
With a bunch of airline miles, I was able to scam a free ride on Southwest
Airlines so naturally I chose Brodhead! Can you guys give me some info on
overnight accommodations? I emailed the EAA chapter up there but didn't get
a response.
Thanks,
John Franklin
GN-1 / Corvair 164cid
Prairie Aire 4TA0
Needville, TX
Message 16
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Saw this Ad on our local classifieds.... I have no affiliation with the Mags or
the seller, just passing it on.
Brian
SLC-UT
http://www.ksl.com/index.php?nid=218&ad=28679258&cat=151&lpid=&search=&ad_cid=2
Message 17
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| Subject: | Re: Brodhead 2014 |
Here's Chapter 431's fly-in info page from last year:
http://www.eaa431.org/2013-pietenpolhatz-fly-in-information/
....to give you an idea of camping arrangements, and about 2/3 of the way
down is info for the B&B's in Brodhead and motels in Monroe
On Wed, Feb 12, 2014 at 9:47 AM, John Franklin <jbfjr@peoplepc.com> wrote:
>
> With a bunch of airline miles, I was able to scam a free ride on Southwest
> Airlines so naturally I chose Brodhead! Can you guys give me some info on
> overnight accommodations? I emailed the EAA chapter up there but didn't
> get a response.
>
> Thanks,
> John Franklin
> GN-1 / Corvair 164cid
> Prairie Aire 4TA0
> Needville, TX
>
>
Message 18
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| Subject: | Re: Ailerons, up and down |
And the Denver Broncos died during Super Bowl XLVIII
Sunday, February 2, 5:30 PM
MetLife Stadium, East Rutherford, New Jersey
--------
Curt Merdan
Flower Mound, TX
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| Subject: | Re: Brodhead 2014 |
John as Jack mentioned mostly tents and campers. There are hotels in town which
is about a mile from the airport. Make sure you watch the list for our bratfest
Friday noon. Check the archives, lots of info there.
Sent from my iPad
Jack Textor
> On Feb 12, 2014, at 9:47 AM, John Franklin <jbfjr@peoplepc.com> wrote:
>
>
> With a bunch of airline miles, I was able to scam a free ride on Southwest Airlines
so naturally I chose Brodhead! Can you guys give me some info on overnight
accommodations? I emailed the EAA chapter up there but didn't get a response.
>
> Thanks,
> John Franklin
> GN-1 / Corvair 164cid
> Prairie Aire 4TA0
> Needville, TX
>
>
>
>
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| Subject: | Re: Brodhead 2014 |
The BEST accommodations are tent! You just can't get the full experience without
tenting it. You just can't beat listening to other snorers, howling coyotes,
and 8 hour lightening storms! :-)
Don Emch
NX899DE
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Message 21
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| Subject: | Re: Ailerons, up and down |
Oh ya... that's what I meant!
Thanks!
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| Subject: | Re: Brodhead 2014 |
Ah yes: http://www.youtube.com/watch?v=OayCWX5REXg
On Wed, Feb 12, 2014 at 11:56 AM, Don Emch <EmchAir@aol.com> wrote:
>
> The BEST accommodations are tent! You just can't get the full experience
> without tenting it. You just can't beat listening to other snorers,
> howling coyotes, and 8 hour lightening storms! :-)
>
> Don Emch
> NX899DE
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=418615#418615
>
>
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| Subject: | Re: elevator bellcrank |
Along with a rudder that is 1" too long.
That is one of the first things I look at when someone says they "built it
to the plans".
=C2-
Greg Cardinal
----- Original Message -----
From: "Don Emch" <EmchAir@aol.com>
Sent: Wednesday, February 12, 2014 9:01:06 AM
Subject: Pietenpol-List: Re: elevator bellcrank
Couldn't agree more. =C2-Leather patch on the horizontal stabilizer ident
ifies it as a Pietenpol!
Don Emch
NX899DE
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===========
===========
MS -
===========
e -
=C2- =C2- =C2- =C2- =C2--Matt Dralle, List Admin.
===========
Message 24
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| Subject: | Re: Brodhead 2014 |
Dang! Ryan Meuller! I had that nightmare just about erased from my memory.
What year was the "howitzer shot"?
Dan Helsper
Puryear, TN.
And don't forget about the drone from the nearby irrigation center-pivot sp
rayers all night long.....Fsssssst! Fssssst! Fssssst!.............
-----Original Message-----
From: Ryan Mueller <ryan@rmueller.org>
Sent: Wed, Feb 12, 2014 12:10 pm
Subject: Re: Pietenpol-List: Re: Brodhead 2014
Ah yes: http://www.youtube.com/watch?v=OayCWX5REXg
On Wed, Feb 12, 2014 at 11:56 AM, Don Emch <EmchAir@aol.com> wrote:
The BEST accommodations are tent! You just can't get the full experience w
ithout tenting it. You just can't beat listening to other snorers, howling
coyotes, and 8 hour lightening storms! :-)
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418615#418615
st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
http://forums.matronics.com
le, List Admin.
="_blank">http://www.matronics.com/contribution
Message 25
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| Subject: | Re: Brodhead 2014 |
Kaboom! I think that was 2010, but maybe others can confirm....
On Wed, Feb 12, 2014 at 12:28 PM, <danhelsper@aol.com> wrote:
> Dang! Ryan Meuller! I had that nightmare just about erased from my memory.
>
> What year was the "howitzer shot"?
>
> Dan Helsper
> Puryear, TN.
>
> And don't forget about the drone from the nearby irrigation center-pivot
> sprayers all night long.....Fsssssst! Fssssst! Fssssst!.............
>
>
> -----Original Message-----
> From: Ryan Mueller <ryan@rmueller.org>
> To: Pietenpol List <pietenpol-list@matronics.com>
> Sent: Wed, Feb 12, 2014 12:10 pm
> Subject: Re: Pietenpol-List: Re: Brodhead 2014
>
> Ah yes: http://www.youtube.com/watch?v=OayCWX5REXg
>
>
> On Wed, Feb 12, 2014 at 11:56 AM, Don Emch <EmchAir@aol.com> wrote:
>
>>
>> The BEST accommodations are tent! You just can't get the full experience
>> without tenting it. You just can't beat listening to other snorers,
>> howling coyotes, and 8 hour lightening storms! :-)
>>
>> Don Emch
>> NX899DE
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=418615#418615
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> " target="_blank">http://www.matronics.com/Navigator?Pietenpol-List <http://www.matronics.com/Navigator?Pietenpol-List>
> tp://forums.matronics.com <http://forums.matronics.com>
> _blank">http://www.matronics.com/contribution <http://www.matronics.com/contribution>
>
> *
>
> *
>
>
> *
>
>
Message 26
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| Subject: | Re: Brodhead 2014 |
I believe is was 2010 as well. I fortunately was in my camper but still jumped
when it struck. I thought for sure the next sound I was going to hear was sirens
heading to the tent area!
--------
John Francis
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| Subject: | Re: Brodhead 2014 |
Hey! I resemble that remark!
dennis
-----Original Message-----
From: Don Emch
Sent: Wednesday, February 12, 2014 11:56 AM
Subject: Pietenpol-List: Re: Brodhead 2014
The BEST accommodations are tent! You just can't get the full experience
without tenting it. You just can't beat listening to other snorers, howling
coyotes, and 8 hour lightening storms! :-)
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418615#418615
Message 28
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| Subject: | Re: Ailerons, up and down |
I, too, am amazed by the Pietenpol in the air. On the ground, I can sit in the
cockpit and stir the stick and waggle the rudders and things creak, squeak, and
drag noticeably. Flops flop, controls just sit there unless I encourage them
vigorously, and gravity seems to overpower the poor airplane on the ground.
Nothing is silky-smooth and there is resistance in all the controls.
However, the instant the airplane gains flying speed, things are all different.
To me, in flight the Air Camper's controls are light and responsive and I do
not detect any drag or resistance that doesn't feel like it's part of the airplane's
normal operation. The most exhilarating flights I have ever made have
been on a summer afternoon, solo, with half a tank of fuel in the Pietenpol Air
Camper. It is the essence of stick and rudder flying and if you are used to
controlling the airplane in all three axes, this airplane will please you.
At least it does me.
I should add that my airplane has full-span aileron hinges so the gaps are sealed,
and I have never flown another Air Camper besides Scout so I have nothing
against which to compare it except for Cubs, Super Cubs, Citabrias, and the like.
I may have measured the travel angles on Scout's ailerons up and down, but
I don't remember what they are. Maybe I'll measure them this weekend when I'm
at the hangar, just for the heck of it.
--------
Oscar Zuniga
Medford, OR
Air Camper NX41CC "Scout"
A75 power
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