Original Posted By: woodflier
Thanks for the lesson guys!Sent from my iPadJack TextorOn Dec 13, 2012, at 5:47 AM, "Jack" wrote:> On the plans page showing the wing struts it readsLower end of strut is given a little play to avoid chances of crystallization of fuselage FTG.> > Can anybody help with understanding this?> > Thanks,> > Jack> > Jack Textor> > > > > > ============================================================================================================================================> ________________________________________________________________________________Subject: Pietenpol-List: Re: Bill Rewey's toe brake design
Pietenpol-List: Re: Bill Rewey's toe brake design
Re: Pietenpol-List: stopping authority
Original Posted By: Jack
Jack, I used Bill's design too. They work very well. They're close enough to your toe to reach but not too close to push by accident.Matt PaxtonSubject: Re: Pietenpol-List: stopping authority
Jack, I used Bill's design too. They work very well. They're close enough to your toe to reach but not too close to push by accident.Matt PaxtonSubject: Re: Pietenpol-List: stopping authority
Re: Pietenpol-List: stopping authority
Original Posted By: helspersew(at)aol.com
Problem with heel brakes for me was I could never get near full rudder and brake at the same time with my size 9s. Doug DeverIn beautiful Stow OhioSubject: Re: Pietenpol-List: stopping authority
Problem with heel brakes for me was I could never get near full rudder and brake at the same time with my size 9s. Doug DeverIn beautiful Stow OhioSubject: Re: Pietenpol-List: stopping authority
Pietenpol-List: Re: Bill Rewey's toe brake design
Original Posted By: John-Marlene
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 ofa 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.p ... 422#390422> > > > > > > > > > ________________________________________________________________________________Date: Sat, 15 Dec 2012 07:07:48 -0800 (PST)
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 ofa 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.p ... 422#390422> > > > > > > > > > ________________________________________________________________________________Date: Sat, 15 Dec 2012 07:07:48 -0800 (PST)
RE: Pietenpol-List: Re: Bill Rewey's toe brake design
Original Posted By: owner-pietenpol-list-server(at)matronics.com
I have heel brakes on mine and have no problem with the rudder bar. Onlanding, I will typically use the rudder bar normally until the plane hasslowed a bit, then shift my feet back so my heels are on the brakes and mytoes 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 yourheels in to stop, rather than pointing your toes.I have Cleveland hydraulic brakes and 21" wheels. My brakes will hold itfor a runup, and will only slowly slip at full throttle.Jack PhillipsNX899JPSmith Mountain Lake, Virginia-----Original Message-----
I have heel brakes on mine and have no problem with the rudder bar. Onlanding, I will typically use the rudder bar normally until the plane hasslowed a bit, then shift my feet back so my heels are on the brakes and mytoes 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 yourheels in to stop, rather than pointing your toes.I have Cleveland hydraulic brakes and 21" wheels. My brakes will hold itfor a runup, and will only slowly slip at full throttle.Jack PhillipsNX899JPSmith Mountain Lake, Virginia-----Original Message-----
Re: Pietenpol-List: Re: Bill Rewey's toe brake design
Original Posted By: taildrags
Subject: Re: Pietenpol-List: Re: Bill Rewey's toe brake designduring my tailwheel checkout, 95 year old CFI Vern Foster had me land into thewind (about 15 MPH) and as the plane slowed, apply brakes and bring the throttleup. 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 tailup. The Practical application was to be able to keep the plane on the ground in a verystrong wind. His experience was in a Hughes 500. He had a load of oil executiveson board and had compleated runup. He had taxied to the runup area anda gust front came through. So he faced it into the wind set the brakes and ranit up until the tail was up. He "flew" the plane for 10 minutes until the winddied 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 creepingforward. 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 -----
Subject: Re: Pietenpol-List: Re: Bill Rewey's toe brake designduring my tailwheel checkout, 95 year old CFI Vern Foster had me land into thewind (about 15 MPH) and as the plane slowed, apply brakes and bring the throttleup. 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 tailup. The Practical application was to be able to keep the plane on the ground in a verystrong wind. His experience was in a Hughes 500. He had a load of oil executiveson board and had compleated runup. He had taxied to the runup area anda gust front came through. So he faced it into the wind set the brakes and ranit up until the tail was up. He "flew" the plane for 10 minutes until the winddied 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 creepingforward. 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 -----
Re: Pietenpol-List: Grega parts
Original Posted By: "Charles Burkholder"
I am interested. Where are you located? I am in northern illinois.On Dec 15, 2012, at 9:07 AM, John-Marlene wrote:> > Two years ago I made a hard landing with my Greaga GN1 Aircamper. Hard enoughto crack both lower longerons. After mulling it over I decided not to try a repair,butto deregester and > dismantle the fuselage. Funny how much faster it is to cut it up than it wasto build it. Sooo,> I now have all the metal parts for a Grega forsale. Landing gear,wing and gearfittings,,fiberglass fuel tank,all that sort of thing. I think $300 for everythingwould be a fair price. Thanks, John. > > > ________________________________________________________________________________
I am interested. Where are you located? I am in northern illinois.On Dec 15, 2012, at 9:07 AM, John-Marlene wrote:> > Two years ago I made a hard landing with my Greaga GN1 Aircamper. Hard enoughto crack both lower longerons. After mulling it over I decided not to try a repair,butto deregester and > dismantle the fuselage. Funny how much faster it is to cut it up than it wasto build it. Sooo,> I now have all the metal parts for a Grega forsale. Landing gear,wing and gearfittings,,fiberglass fuel tank,all that sort of thing. I think $300 for everythingwould be a fair price. Thanks, John. > > > ________________________________________________________________________________
Re: Pietenpol-List: Grega parts
Original Posted By: John-Marlene
Would GN1 landing gear fit on a 'real' Pietenpol aircamper? ----- Original Message -----
Would GN1 landing gear fit on a 'real' Pietenpol aircamper? ----- Original Message -----
Pietenpol-List: Grega parts
Original Posted By: John Franklin