Pietenpol-List: Quick disconnect front control stick

matronics · Post by **matronics** » Thu Dec 17, 2009 1:30 am

Original Posted By: Gene Rambo
In certified aircraft, specific hardware is included as part of the type certificate. Hardware that meets the same specifications as original are to be used, even if it is stainless steel.-In some certified aircraft, certain particular stainless steel hardware has been used. I know of the reasonably wide use of A286, an iron, chrome and nickel alloy, due to his high strength and relatively high toughness.-The thing that's important in certified aircraft is to use the specified hardware for that particular application - and sometimes it will be stainless steel. -David Paule--------- Original Message -----

matronics · Post by **matronics** » Fri Dec 18, 2009 3:47 am

Original Posted By: "Gary Boothe"
- I think all this talk about the strength of SS is much to do about nothing.- The wood in the tail will fail well before-even -grade 3 bolt will fail. Bolt two 1 by's together, strand one and pull on the other. See what fails first.Howdy________________________________________________________________________________

matronics · Post by **matronics** » Fri Dec 18, 2009 5:05 am

Original Posted By: Michael Perez
In general, the suffix "C" means 300 series stainless, and it's not nearly as strong as the standard hardware. If you find stuff with the suffix "N" it's probably the good A286, with a strength of 160 ksi, very good stuff. -I hesitate to post this because I don't know that the "C" and "N" suffixes apply generally or if they sometimes mean different things. So be careful out there and check the specs yourself.-But it's usually so expensive that even the aerospace companies, that use it in large quantities, complain about the cost.-Worth mentioning: If you are installing a nut that is self-locking, and you need to put-a specific torque on it, that's in addition to the running torque. You've got to measure the running torque before the nut seats and add to that to the spec torque. In most cases, though, you don't need to torque to a specification. This only applies to those cases where you do.->From personal experience with a 54 year old Cessna, I can say that AN hardware is remarkably durable and that provided that ordinary care is taken, perfectly satisfactory. My airplane still has some original hardware externally, and it's still airworthy. No longer shiny, to be sure, but airworthy still. The interior hardware is entirely sound, and in some cases isn't even tarnished.-If I were building a Pietenpol, I'd ignore the lure of stainless steel where possible. It would only add to my difficulties. What I'd try to do is keep the types of hardware to a minimum, using AN (and NAS and MS)-hardware where I could. -David Paule------ Original Message -----

matronics · Post by **matronics** » Fri Dec 18, 2009 10:07 am

Original Posted By: helspersew(at)aol.com

matronics · Post by **matronics** » Fri Dec 18, 2009 10:22 am

Original Posted By: Michael Perez

matronics · Post by **matronics** » Fri Dec 18, 2009 10:24 am

Original Posted By: owner-pietenpol-list-server(at)matronics.com
Nice! I would have expected no less from you, Dan.If you find yourself unexpectedly on a plane to N.California this weekend,be sure to stop by.the Cool Propeller Company is in full swing!Gary BootheCool, Ca.PietenpolWW Corvair Conversion, mountedTail done, Fuselage on gear(16 ribs down.) _____

matronics · Post by **matronics** » Fri Dec 18, 2009 10:26 am

Original Posted By: Michael Perez

matronics · Post by **matronics** » Fri Dec 18, 2009 10:44 am

Original Posted By: helspersew(at)aol.com

matronics · Post by **matronics** » Fri Dec 18, 2009 10:48 am

Original Posted By: owner-pietenpol-list-server(at)matronics.com
Ben, the FAA inspector (from the FSDO - not a DAR) that inspected mine didnot say a word about control stops (I have them) but did want to see that Ihad pulley guards on every pulley. I consider them essential, particularlyon a Pietenpol, because the geometry of the control system is such that whenone cable on a control surface is tight, the other generally goes slacksomewhere in its travel (this is especially true of the elevator cables).Any time a cable can go slack, it can slip off its pulley.Hopefully, having the Piet covered won't be too much of a problem.Generally anywhere you have a pulley there needs to be an inspection holeanyway, so the pulleys can be lubricated during the annual conditioninspection. In many cases, you can make a very simple guard that picks upthe pulley axle bolt and then has some other feature to hold it in position,as shown below:Some of my pulley guards are nothing more than a cotter pin through twoholes in the pulley brackets. They don't need to be elaborate, but theyneed to be there, and they need to ENSURE that the cable cannot get off thepulley and wedge between the pulley and the bracket. That could make for avery ugly situation.Jack PhillipsNX899JPRaleigh, NC-----Original Message-----

matronics · Post by **matronics** » Fri Dec 18, 2009 11:55 am

Original Posted By: Jim Markle

matronics · Post by **matronics** » Fri Dec 18, 2009 1:12 pm

Original Posted By: owner-pietenpol-list-server(at)matronics.com
Will do. I expect to spend 2 weekends...unless I really get over mytrepidation about using a chainsaw!Gary BootheCool, Ca.PietenpolWW Corvair Conversion, mountedTail done, Fuselage on gear(16 ribs down.)-----Original Message-----

matronics · Post by **matronics** » Fri Dec 18, 2009 2:03 pm

Original Posted By: Dan Yocum

matronics · Post by **matronics** » Fri Dec 18, 2009 5:35 pm

Original Posted By: Ben Charvet

matronics · Post by **matronics** » Sat Dec 19, 2009 2:24 am

Original Posted By:

matronics · Post by **matronics** » Sat Dec 19, 2009 3:50 am

Original Posted By: "gcardinal"
It appears I have been remiss. I didn't document that area.I put a crosspiece under the leading edge and a 1/8" ply platebelow that crossing under both longerons. That has two10-32 nut plates, the hardware kind with the three little spikesin it, just inboard of the longerons. Two AN-3 bolts go downinto those from the top. That way no holes in the longerons andno problem with it closed in.Also remember that the Man himself simply used two tiny woodscrews for this job and none of his fell out of the sky.Clif> I am curious if there is a consensus on how to bolt a Piet horizontal > stabilizer to the fuselage longerons?Paul Siegel ________________________________________________________________________________

matronics · Post by **matronics** » Sat Dec 19, 2009 4:46 am

Original Posted By:
On NX18235 a piece of .090 steel spans the underside of the longerons in this area. Nutplates to anchor the stabilizer are attached to the steel. This also acts as the anchor point, via cables in the turtledeck, for the pilot's shoulder straps.Greg C.----- Original Message -----

matronics · Post by **matronics** » Sat Dec 19, 2009 6:11 am

Original Posted By: helspersew(at)aol.com

matronics · Post by **matronics** » Sat Dec 19, 2009 6:14 am

Original Posted By: owner-pietenpol-list-server(at)matronics.com
I did the same as Dan. Works just fine, and with a nutplate you have theoption of "shimming" the horizontal stabilizer with washers to change theincidence.Jack PhillipsNX899JPRaleigh, NC _____

matronics · Post by **matronics** » Sat Dec 19, 2009 9:25 am

Original Posted By: Jack Phillips
unless you have the old style pulleys with bronze bushings in them, you do not lubricate pulleys during inspections. Most have sealed bearings. I have seen way more problems caused by over lubrication, which attracts dirt and causes wear than under lubrication.Gene ----- Original Message -----

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