Original Posted By: "gcardinal"
Subject: Pietenpol-List: 3rd flight reportMy first two flights in NX18235 were flown on calm evenings, no wind, no bumps. The flights were pure bliss with the airplane feeling solid and very easy to fly and land.The third flight was conducted with winds of 16 kts gusting to 20.Woo Hoo! This was a whole different experience.I arrived at Stanton with the wind sock horizontal and wind direction right down the runway. I waited around for an hour to see if the winds would quiet down. After an hour the windsock was only slightly less horizontal. I decided to launch and fly around for an hour assuming the winds would die down. Bad assumption.Taxiing in that wind was very challenging with a skid. It required lots of short bursts of power with lots of rudder.I managed to get lined up on rwy 26 and powered up. Tail came up normally and I was airborne after a 100' ground run. At 10' above the ground I could sense the beginnings of some bumpiness when a gust of wind hit me on the nose and I was almost instantly at 100' agl.My first thought was "I don't really want to be up here right now". I climbed to 500' agl on a northerly track and had to hold a 45 degree crab angle. I turned west and headed directly into a headwind that left me with an estimated groundspeed of about 25 - 30 mph.I had to fight the gnarly beast for the entire flight. I felt like I was just herding and coaxing the plane in the general direction I wanted to travel. It was a struggle on all three axis'and required constant and aggressive control inputs.I was thinking about every glue joint, every bolt and cotter pin and every weld.To those of you building I say get into your Zen mode and do everything right and proper so your not wondering about the structure during a hairy flight.After an hour of this abuse I headed back to Stanton for a landing. It was still very rough and I didn't know what to expect during the landing.I kept some power and speed in reserve on final and came in rather steeply to keep the nose down. In the flare my groundspeed was only about 10 - 15 mph and I rolled no more than 50' after touchdown.Taxiing was impossible at this point with the wind so I shut down and walked the plane back to the hangar.It was a good confidence building flight but I can't imagine flying any appreciable distance like that.Contemplating the flight after the hangar door was shut and locked I concluded that it was a most satisfying evening.Greg Cardinal________________________________________________________________________________
Pietenpol-List: 3rd flight report
Pietenpol-List: 3rd flight report
Original Posted By: TBYH(at)aol.com
Subject: Pietenpol-List: 3rd flight reportMy first two flights in NX18235 were flown on calm evenings, no wind, no bumps. The flights were pure bliss with the airplane feeling solid and very easy to fly and land.The third flight was conducted with winds of 16 kts gusting to 20.Woo Hoo! This was a whole different experience.I arrived at Stanton with the wind sock horizontal and wind direction right down the runway. I waited around for an hour to see if the winds would quiet down. After an hour the windsock was only slightly less horizontal. I decided to launch and fly around for an hour assuming the winds would die down. Bad assumption.Taxiing in that wind was very challenging with a skid. It required lots of short bursts of power with lots of rudder.I managed to get lined up on rwy 26 and powered up. Tail came up normally and I was airborne after a 100' ground run. At 10' above the ground I could sense the beginnings of some bumpiness when a gust of wind hit me on the nose and I was almost instantly at 100' agl.My first thought was "I don't really want to be up here right now". I climbed to 500' agl on a northerly track and had to hold a 45 degree crab angle. I turned west and headed directly into a headwind that left me with an estimated groundspeed of about 25 - 30 mph.I had to fight the gnarly beast for the entire flight. I felt like I was just herding and coaxing the plane in the general direction I wanted to travel. It was a struggle on all three axis'and required constant and aggressive control inputs.I was thinking about every glue joint, every bolt and cotter pin and every weld.To those of you building I say get into your Zen mode and do everything right and proper so your not wondering about the structure during a hairy flight.After an hour of this abuse I headed back to Stanton for a landing. It was still very rough and I didn't know what to expect during the landing.I kept some power and speed in reserve on final and came in rather steeply to keep the nose down. In the flare my groundspeed was only about 10 - 15 mph and I rolled no more than 50' after touchdown.Taxiing was impossible at this point with the wind so I shut down and walked the plane back to the hangar.It was a good confidence building flight but I can't imagine flying any appreciable distance like that.Contemplating the flight after the hangar door was shut and locked I concluded that it was a most satisfying evening.Greg Cardinal________________________________________________________________________________
Subject: Pietenpol-List: 3rd flight reportMy first two flights in NX18235 were flown on calm evenings, no wind, no bumps. The flights were pure bliss with the airplane feeling solid and very easy to fly and land.The third flight was conducted with winds of 16 kts gusting to 20.Woo Hoo! This was a whole different experience.I arrived at Stanton with the wind sock horizontal and wind direction right down the runway. I waited around for an hour to see if the winds would quiet down. After an hour the windsock was only slightly less horizontal. I decided to launch and fly around for an hour assuming the winds would die down. Bad assumption.Taxiing in that wind was very challenging with a skid. It required lots of short bursts of power with lots of rudder.I managed to get lined up on rwy 26 and powered up. Tail came up normally and I was airborne after a 100' ground run. At 10' above the ground I could sense the beginnings of some bumpiness when a gust of wind hit me on the nose and I was almost instantly at 100' agl.My first thought was "I don't really want to be up here right now". I climbed to 500' agl on a northerly track and had to hold a 45 degree crab angle. I turned west and headed directly into a headwind that left me with an estimated groundspeed of about 25 - 30 mph.I had to fight the gnarly beast for the entire flight. I felt like I was just herding and coaxing the plane in the general direction I wanted to travel. It was a struggle on all three axis'and required constant and aggressive control inputs.I was thinking about every glue joint, every bolt and cotter pin and every weld.To those of you building I say get into your Zen mode and do everything right and proper so your not wondering about the structure during a hairy flight.After an hour of this abuse I headed back to Stanton for a landing. It was still very rough and I didn't know what to expect during the landing.I kept some power and speed in reserve on final and came in rather steeply to keep the nose down. In the flare my groundspeed was only about 10 - 15 mph and I rolled no more than 50' after touchdown.Taxiing was impossible at this point with the wind so I shut down and walked the plane back to the hangar.It was a good confidence building flight but I can't imagine flying any appreciable distance like that.Contemplating the flight after the hangar door was shut and locked I concluded that it was a most satisfying evening.Greg Cardinal________________________________________________________________________________
Pietenpol-List: 3rd flight report
Original Posted By: "Glenn Thomas"
Subject: Pietenpol-List: 3rd flight reportWay to go, Greg.Now you have first-hand experience of what we speak of in flying a Piet on windy, bumpy, turbulent days---plus you have a tailskid to contendwith, a whole new level of flying in a Piet. Good going--I'm glad you got that one under your belt. It really helps build confidence to fly inconditions like that so that in the event the weather gets windy on you or bumpy, you've already been there, experienced that.Mike C.________________________________________________________________________________
Subject: Pietenpol-List: 3rd flight reportWay to go, Greg.Now you have first-hand experience of what we speak of in flying a Piet on windy, bumpy, turbulent days---plus you have a tailskid to contendwith, a whole new level of flying in a Piet. Good going--I'm glad you got that one under your belt. It really helps build confidence to fly inconditions like that so that in the event the weather gets windy on you or bumpy, you've already been there, experienced that.Mike C.________________________________________________________________________________
RE: Pietenpol-List: 3rd flight report
Original Posted By: "bike.mike"
Subject: RE: Pietenpol-List: 3rd flight reportI have to ask;why a tail skid when we have wheels that can be so muchmore manageable?Why look for trouble?-----Original Message-----[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of MichaelD CuySent: June 26, 2006 10:29 AMWay to go, Greg.Now you have first-hand experience of what we speak of in flying a Pieton windy, bumpy, turbulent days---plus you have a tailskid to contendwith, a whole new level of flying in a Piet. Good going--I'm glad yougot that one under your belt. It really helps build confidence to flyinconditions like that so that in the event the weather gets windy on youor bumpy, you've already been there, experienced that.Mike C.________________________________________________________________________________
Subject: RE: Pietenpol-List: 3rd flight reportI have to ask;why a tail skid when we have wheels that can be so muchmore manageable?Why look for trouble?-----Original Message-----[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf Of MichaelD CuySent: June 26, 2006 10:29 AMWay to go, Greg.Now you have first-hand experience of what we speak of in flying a Pieton windy, bumpy, turbulent days---plus you have a tailskid to contendwith, a whole new level of flying in a Piet. Good going--I'm glad yougot that one under your belt. It really helps build confidence to flyinconditions like that so that in the event the weather gets windy on youor bumpy, you've already been there, experienced that.Mike C.________________________________________________________________________________
Re: Pietenpol-List: 3rd flight report
Original Posted By: Rcaprd(at)aol.com
Subject: Re: Pietenpol-List: 3rd flight reportBuilder's choice.To install a tailwheel on a Pietenpol with Jenny style gear would require brakes and a means to steer the tailwheel. Brakes and steering add weight, complexity and additional trouble opportunities of their own.I am perfectly satisfied to be limited to grass airstrips and mild weather.Cheers,Greg Cardinal>> I have to ask;why a tail skid when we have wheels that can be so much> more manageable?Why look for trouble?>________________________________________________________________________________
Subject: Re: Pietenpol-List: 3rd flight reportBuilder's choice.To install a tailwheel on a Pietenpol with Jenny style gear would require brakes and a means to steer the tailwheel. Brakes and steering add weight, complexity and additional trouble opportunities of their own.I am perfectly satisfied to be limited to grass airstrips and mild weather.Cheers,Greg Cardinal>> I have to ask;why a tail skid when we have wheels that can be so much> more manageable?Why look for trouble?>________________________________________________________________________________
RE: Pietenpol-List: 3rd flight report
Original Posted By: Kip and Beth Gardner
Subject: RE: Pietenpol-List: 3rd flight reportI have a tail wheel that is controlled by springs and chain from therudder but there are no brakes.I use a butterfly bracket on the rudder.Ido have brakes on the front wheels though and I am still fiddling withthem ,trying to get the right setting.I don't see the need for one andneither does my AME.If it comes down to weight then I can always changeto a skid but the handling would be a treat to watch with me at thecontrols.-----Original Message-----[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf OfgcardinalSent: June 27, 2006 12:18 AMBuilder's choice.To install a tailwheel on a Pietenpol with Jenny style gear wouldrequire brakes and a means to steer the tailwheel. Brakes and steering addweight, complexity and additional trouble opportunities of their own.I am perfectly satisfied to be limited to grass airstrips and mildweather.Cheers,Greg Cardinal>> I have to ask;why a tail skid when we have wheels that can be so much> more manageable?Why look for trouble?>________________________________________________________________________________
Subject: RE: Pietenpol-List: 3rd flight reportI have a tail wheel that is controlled by springs and chain from therudder but there are no brakes.I use a butterfly bracket on the rudder.Ido have brakes on the front wheels though and I am still fiddling withthem ,trying to get the right setting.I don't see the need for one andneither does my AME.If it comes down to weight then I can always changeto a skid but the handling would be a treat to watch with me at thecontrols.-----Original Message-----[mailto:owner-pietenpol-list-server(at)matronics.com] On Behalf OfgcardinalSent: June 27, 2006 12:18 AMBuilder's choice.To install a tailwheel on a Pietenpol with Jenny style gear wouldrequire brakes and a means to steer the tailwheel. Brakes and steering addweight, complexity and additional trouble opportunities of their own.I am perfectly satisfied to be limited to grass airstrips and mildweather.Cheers,Greg Cardinal>> I have to ask;why a tail skid when we have wheels that can be so much> more manageable?Why look for trouble?>________________________________________________________________________________