Brodhead Pietenpol Association

Original Posted By: owner-pietenpol-list-server(at)matronics.com
Actually, it doesn't matter much. Once all the ribs are built, you willneed to stack them on a couple of short pieces of spar material and thensand them all together with a long sanding block to make sure they are allabsolutely uniform.Jack PhillipsNX899JPRaleigh, NC-----Original Message-----

Original Posted By:> "Tucker"
My jig is more like Tucker's. I put the fixed, rectangular blocks on the outsideof the curvature and the cams on the inside. So on the bottom reflexed area,the cams are on the outside of the rib. I think it's like Ryan said, probablywon't make a difference in the long run.KenOn Sep 27, 2010, at 7:34 PM, johnwoods(at)westnet.com.au wrote:> > I see a few of the rib jigs are using a cam wheel to hold the top and bottomsticks to the rib out line.> I did the same, however I installed all the cams on the inside of the rib soas to push the sticks out against the perimeter jig blocks.> This way you are sure all the ribs will have the same outside contour line irrespectiveof variations in stick thickness.> Does that make sense?> > Regards,> JohnW> > ----- Original Message -----

Original Posted By: "TriScout"
Skip,I think what everyone is talking about here are the wires that brace the lift struts, not the ones between the right side cabanes that can be replaced by the forward diagonal brace. It seems that this plane has been flying without the lift strut wires - I would not think that that is a reasonable proposition, to put it mildly. Also makes me wonder if this plane has jury struts?Kip GardnerOn Sep 28, 2010, at 10:04 AM, Skip Gadd wrote:> >> Larry,> I think Grega left the cross bracing cables in place is because his> diagonal brace are small and light tube, 1/2"X.032 I think. Also he > just> has a small strap wrapped around the top of the cabane (not welded) to> attach the diagonal brace to. Most Piet guys take the cross bracing > cables> out after they get the wing location set. Hopefully they use heaver > tube> for the diagonal brace and weld the fitting to the top of the > cabane. Your> diagonal braces look a little bigger than the braces on my GN-1. If > you> have any second thoughts I would put cross braces in.> Skip>>>>>> That reminds me. It finally dawned on me that the GN-1 that I >> bought is> the only one I've ever seen w/out the cross bracing cables that > crisscross> between the wing struts.>> Larry>>________________________________________________________________________________Subject: Pietenpol-List: Re: cables

Original Posted By: "Skip Gadd"
Yeah... it's lacking the cables that criss cross between the lift struts. I alreadybought the 'tangs' (that the strut attach bolts go thru) from AS&S for thecables I will install. I was thinking that stainless flying wires might be better/stronger....until I saw the pricing on it. Anything (cable) would be betterthan nothing.. I hope..LarryRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: KM Heide CPO/FAAOP
My goof! Now I understand why someone said they would not fly a Pietwithout them.Skip> Yeah... it's lacking the cables that criss cross between the lift struts.I already bought the 'tangs' (that the strut attach bolts go thru) fromAS&S for the cables I will install. I was thinking that stainless flyingwires might be better/stronger.... until I saw the pricing on it. Anything(cable) would be better than nothing.. I hope..>> Larry________________________________________________________________________________Date: Tue, 28 Sep 2010 14:29:08 -0700 (PDT)

Original Posted By: "coxwelljon"
Stainless cable can be wrapped using the proper flux,For the extra $40 I'd ratherhave real aircraft stainless its cheaper than a coffin.Stainless is FAA PMAcertified as is galvanized.You have yearly inspections,part of that is cableinspection,all cables wear out.Replace as needed.The recommended cable sizes ie3/32 for everything but the elevator and 1/8 for the elevator is what is requiredno more no less.If any aircraft cable broke from going around a recommendedbend radius it would never get an FAA PMA stamp.If you use certified partsyou may have a bit less money,if you don't someone might use the money you savedfor your funeral.Being cheap is always more costly.--------Building a PietRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By: "coxwelljon"
chiefpepperhead(at)hotmai wrote:> Someone else pipe up here if Im wrong, but I have no idea what would keep thewing from twisting around the vertical axis relative to the fuselage. With theconfiguration of a Piet or a GN-1 and parallel lift struts it would appear tome that you would have to have the cross bracing. Other designs get around thisof course by the "V" configuration of the lift struts.> > My GN-1 plans clearly show the cables between the struts on the assembled 3d drawing.Jon Coxwell--------Jon Coxwell GN-1 BuilderRecycle and preserve the planetRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By: "TriScout"
I'm not a structural engineer either- just a builder. You did a really nice designwith great welding using aluminum but I think that you should use 4130. I've built a Skybolt and an RV-9A and all the mounts/brackets/tabs/pads etc. aresteel. Unlike steel welds, aluminum welds are weaker than the base materialresulting in cracks.--------Al RiceSkybolt 260Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By:> skipgadd(at)earthlink.net
That was me. I'm scrathin' my head over why an A & P wouldn't kmow better. Oh well=2C at least we saved a person from unknowingly getting in it and trying to fly it.Doug DeverIn beautiful Stow Ohio

Original Posted By: "Piep"
i kinda agree with you Dan... the extra mag didn't save you.. the one on the crankwhere Bernie told you to put it did.. thats where i wonder about the A.. i've thought about all the water pump..ignition...2plug heads.. counterweight crank...all that stuff .. and it makes since.I just wonder if the KISS method is the right one with the A.. Like i saidmy worn out AA just keeps running and i drive it way more than i probablyshould. some one i read about actually ran a points distributor on a scout i think..thanks for the replies.... by the way i am an A&P..IA... but i mostly work on jets.. i do a few annuals forfriends..the little continentals do work but i've flown behind a 2 smoke enginetoojeffRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By: "Gary Boothe"
I am new to the forum and in the process of rebuilding a Pietenpol that was storedfor the last 10 years. Replacing the cables on the lift struts and tryingto find out the correct tension for these cables as well as the cables on thecabanes and the tail brace wires. Nothing listed in the plans. Does anyonehave this info or other info on setting the wash in/ wash out on the wing?Thanks,CharlieRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: "VanDy"
Charlie, sounds like we are in the same boat!! Where are you located? Im near daytonohio.--------www.vansavition.com follow my Piet rebuild there!almost dissasembled, getting ready to order all AN hardware and SS cableRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By: "Jack Phillips"
Kip, Your post about jury struts really made me wonder... My Piet has the crosscables between the struts, and going left to right, (in front of both cockpits)but no Jury stuts. It has well over 500+ hours on it, and the only issuesit had were not related to rigging. im not going to mention what engine is init, because i know the can of worms that opens!! Might I ask why you inquiredabout jury struts! Im always willing to learn!!Thanks for all the replys!!--------www.vansavition.com follow my Piet rebuild there!almost dissasembled, getting ready to order all AN hardware and SS cableRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: owner-pietenpol-list-server(at)matronics.com
Charlie,You can buy cable tensiometers, but they are expensive and unnecessary.Just tighten the cables until all four are a little more than snug and theyall make approximately the same sound when plucked. You don't want themterribly tight - they don't need to go "Peeeng" when plucked. Just a nicelow "Thmmmm", but they should all make about the same sound.These cables actually control the alignment of the wing to the centerline ofthe airplane. To set the initial tension, pick either the forward pair (atthe fuselage) or the rear pair and tighten them to a little more than snug.Then use a metal tape measure and measure the distance from the tailpost toeach wingtip. Each distance should be the same, within +/- 1/4". If thedistances are off, adjust the tension in the flying wires until the wing issquare with the fuselage. Then tighten the other pair and re-measure thetailpost to wingtip distance, both sides. Adjust tensions as necessary.Washout is set differently. It is controlled by the length of the rear liftstruts and depending on your strut design may or may not be easilyadjustable. I have a small bit of washout in mine and the stallcharacteristics are good. As far as I know I have not flown a Pietenpolwithout washout (Ryan, does yours have washout or not?) but I suspect itwould be fine without it.Good luck!Jack PhillipsNX899JPRaleigh, NC-----Original Message-----

Original Posted By: Lawrence Williams

Original Posted By: helspersew(at)aol.com

Original Posted By: "kevinpurtee"
Dan, I have been flying behind Fords and other very old polluters for well over 45 yearsand never had a problem , failure, sputter or other Ford Ill. Except maybeDouwes or 36L, which had nothing to do with the engines.Keep the crank gear well oiled and all the gears that work with it will keep oiledalso, My main cap has a 1/8 NPT and a 1/16Th short copper tube that aims it'soil stream directly on the crank gear, It was put in by H&H for the racingFord A cars back in 1988, and has never failed with all the things that I havedone to It.Pieti LowellRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By:> pietflyr(at)bellsouth.net
don't know that I would characterize washout as purely for "stall characteristics." You might also put in washout in one wing to correct wing heaviness.Gene

Original Posted By: "Piep"
thanks- I have the John Deere dynamo and voltage regulator as described in Wynn'smanual. but the scuttlebutt- if I was reading and understanding right on theother list is that though the regulator controls the voltage. a dynamo unlikean alternator just keeps pumping out amps because it has permanent magnets.Iam not an electrician and I expect the system works fine or they wouldn't keepusing it.-I just wondered if certain types of batteries might be more tolerantof steady charging.it may not matter at all.but thanks for the reply. RaymondRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By: "Bill Church"
Very informative site which includes videos similar to Eaa'shttp://www.mechanicsupport.com/index.html JackDSM________________________________________________________________________________Subject: Pietenpol-List: Re: cables

Original Posted By: "TriScout"
Just looking at the photo of the Piet that Charlie attached (I assume that is theplane that you're restoring, Charlie), and noticed the unusual landing gearconfiguration. The thing that caught my eye initially was how squat the landinggear looks, and only later noticed the different arrangement. Almost like astraight axle split gear.Bill C.Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By: "Piep"
Hey Piep (Charlie)..How's that 'ol Piet coming along? I bid on that one up in Oscaloosa, but you wonher. That was before I bought my GN-1 recently..LarryRead this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: cables

Original Posted By: Dan Yocum
Hi Larry,Glad to hear you got your airplane. Congratulations! So far I have put in about500 hours labor on the Piet. The engine also needed to be overhauled and Iwill have it finished in the next couple of days, so hope to have it in the airin the next couple of weeks.The landing gear question....I think the guy that original builder tried to modifya cub style gear to put on the airplane. It is much wider than any otherPiet I have seen and with the extra bracing definitely weighs more. I will seehow it does, but will probably change it back to the original gear.The bigger problem is the tail. The vertical stab/rudder are over 6 ft. tall!Early in the Piet's life, it was ground looped in a 19 knot xwind and the ownerblamed the small tail. I think it will probably be one of the first thingsto be rebuilt. Also, I think most Piets weigh in at about 650lbs. empty. Thisone is 825lbs. Not sure where all the extra weight came from, but I will reweighit after putting the Continental 65 back on the airplane.As a side note: I found out from some old newsletters that Pietenpol afficianodosare sometimes referred to as "Peeps". As it turns out, my wife's favoritecandy is the easter marshmallow chicken (Peep). Since the airplane is paintedwith Army colors, I decided it needed some nose art. I have had the Peep chickenredrawn with goggles, a scarf, and leather flying helmet and the logo changedto "Piep" hence the name. Once the nose art is installed, I will post apicture.Thanks again to everyone for their help and suggestions.CharlieRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Sat, 02 Oct 2010 13:41:03 -0500

Original Posted By: "TriScout"
I masked off the areas I intended to glue (LE, TE, etc.) and applied spar varnishto each rib. Not sure that it was necessary, or if I would do it that way again,but it definitely is easier to get to those little nooks when you can holdthe ribs in your hands.--------Mark ChouinardWings, Center Section and Empannage framed up - Working on FuselageRead this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/fp02 ... ___Subject: Pietenpol-List: Re: cables

Original Posted By: "Gary Boothe"
Neat story about the 'peeps'.. I just cleaned up the flight deck a bit over last few days. Got rid of all thevelcro and hung the motor (in my garage). Note my new "avionics suite" (old garmingps). Tried to go for the good ol' JN-4 look w/the control sticks in lieuof the silly bicycle grips. Found wooden balls for the throttles at the localfarts&crafts store. I guess all I have to scrounge for now is a carb heat boxand a prop, before assembly of the machine. Got all the nuts&bolts, gaskets,supplies, etc from AS&S. I'm not much in a hurry...will snoop around online for a prop to prop up via theworld wide web.. probably just buy a new carb air box .. (will attempt a fewphotos) .. larRead this topic online here:http://forums.matronics.com/viewtopic.p ... ttachments: http://forums.matronics.com//files/0102 ... __________

Original Posted By: "Billy McCaskill"
All,I have had this engine closed up for 6 years, but it came to life today atCC#18, approximately 10pm!! Much more to the story, and pictures and videosto follow, but I cannot express enough appreciation to the hard work anddedication yesterday and today by William Wynne, Ryan Mueller and MikeStuder!!! Thanks to all of you for your help! BTW.those straight pipes are sooo cool!Gary Boothe Cool, Ca. Pietenpol WW Corvair Conversion, mounted Tail done, Fuselage on gear (20 ribs down.) ________________________________________________________________________________Subject: Pietenpol-List: Re: Corvair Roars to Life

Original Posted By: "Jack Phillips"
Awesome news Gary! Can't wait to see the pictures, videos and the full story ofthe first breaths of your Corvair!--------Billy McCaskillUrbana, ILtail section almost done, starting on ribs soonRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: Harvey Rule
One of the guys in my flying club told me that the Piet was not an airplane for novices, based on the fact that a friend of his crashed while test flying one. It seems incredible to me that this would be the case, given the low wing loading, generous flying and control surfaces, very basic layout of the airplane and the number that have been built. Also, a test flight accident doesn't tell you anything because there could have been 100 variations from the stock design i.e. errors in rig, balance, etc etc and in fact maybe the motor quit or something - I have no idea. Also, I have no idea of the pilot's back ground. So can somebody with a fairly varied background in small airplanes give me an honest perspective of how a Piet flies? Ground handling, stall characteristics, maneuverability, stick forces? Does it fly hands off? Does it need a lot of attention on the rudder (like a champ) or can you put your feet on the floor like a 150? We am proposing it as a club project and it seems ideal to me. The idea that it is "a pilot killer!" seems almost comical. What airplane isn't in the wrong hands?- Any informed opinions appreciated.Scott--------Scott BlackMontrealJodel F11 O-200Read this topic online here:http://forums.matronics.com/viewtopic.p ... 7#314817le, List Admin.=0A=0A=0A ________________________________________________________________________________

Original Posted By: Gary Wilson

Original Posted By: Jim Markle

Original Posted By: Ryan Mueller
Subject: Re: Pietenpol-List: Re: cables

Original Posted By: Ryan Mueller
Subject: Re: Pietenpol-List: Thanks to WW

Original Posted By: "kevinpurtee"
One of the guys in my flying club told me that the Piet was not an airplane fornovices, based on the fact that a friend of his crashed while test flying one.It seems incredible to me that this would be the case, given the low wing loading,generous flying and control surfaces, very basic layout of the airplaneand the number that have been built. Also, a test flight accident doesn't tellyou anything because there could have been 100 variations from the stock designi.e. errors in rig, balance, etc etc and in fact maybe the motor quit or something- I have no idea. Also, I have no idea of the pilot's back ground. So can somebody with a fairly varied background in small airplanes give me an honestperspective of how a Piet flies? Ground handling, stall characteristics,maneuverability, stick forces? Does it fly hands off? Does it need a lot of attentionon the rudder (like a champ) or can you put your feet on the floor likea 150? We am proposing it as a club project and it seems ideal to me. The ideathat it is "a pilot killer!" seems almost comical. What airplane isn't inthe wrong hands? Any informed opinions appreciated. Scott--------Scott BlackMontrealJodel F11 O-200Read this topic online here:http://forums.matronics.com/viewtopic.p ... ___Subject: Pietenpol-List: Re: Pietenpol flying qualities

Original Posted By: jeff wilson
Scott - you'll get a million replies. I'll start. I'm a low time fixed wing pilotand a low time taildragger pilot. I test flew NX899KP last year after 6hours of taildragger training. No issues. I flew it to Brodhead/Oshkosh andback. My problems at Brodhead are well-documented but had nothing to do withthe design. The airplane seems well-behaved to me. I've mentioned these statsbefore, but I think they help to answer your question: been flying the planefor a year, have 170+ hours on it, and have flown several long cross countries.Stick loading - I haven't flown a lot of little taildraggers - seems ok to me.Stalls - took a guy I fly with regularly out to do stalls the other day, he heldthe stick in his crotch, stayed on the rudders, and we gentle fluttered down.Ground handling - I fly off concrete all the time. I have to pay attention butI think that's true in most taildraggers, right?Hands off - I have no dihedral. If it's a calm morning it will fly hands-off forseveral seconds. If it's bumpy you have to stay on it.The other more seasoned taildragger guys will chime in with more advice.Hope this helps.--------Kevin PurteeNX899KPAustin/Georgetown, TXRead this topic online here:http://forums.matronics.com/viewtopic.p ... ______Date: Tue, 5 Oct 2010 11:37:11 -0700 (PDT)

Original Posted By: Dan Yocum
I fly a GN-1 the cousin to the Piet and it flies just like a J3 probably because that's the kind of wing that is on it along with J3 landing gear but the controls are Aeronca.I also fly an N3 Pup and it flies like a J3 as well probably because it is 3/4 the size of one and is the same other than that.The Pup flies slower than the GN-1 but other than that they both handle the same.I can't do hands off with either of them but then again I don't want to set it up so I can.I like to fly a plane not sit there and go for a ride.I test flew my plane when I finished it.It was the first time on type for me and the first time in the air for the plane.She flew as advertized.Nothing secret about her.Flying 150's are a little like driving a car.Not too much excitement there.I like my plane the same way I like my women=2Ca little on the wild side!Not so much that she going to scare hell out of ya but interesting ya know!When you up looking for the Red Baron ya can't have some docile thing in your hands ! ________________________________________________________________________________Date: Tue, 05 Oct 2010 15:31:07 -0500

Original Posted By: Ben Charvet

Original Posted By: airlion

Original Posted By: owner-pietenpol-list-server(at)matronics.com
I've got about 1300 hours in taildraggers and find MY Pietenpol to besomewhat challenging on landing. I can't make 3 good landings in a row init. When I flew Ryan Mueller's Piet this summer I was amazed how mucheasier his is to land than mine or Mike Cuy's (both mine and Mike's have bigwire wheels, and mine has a steeper deck angle than Mike's). Ryan's has theCub style gear and small wheels and I think that makes a big difference.Other than that, they are easy airplanes to fly, with good stallcharacteristics. They fly like what they - a 1929 design, so they have lotsof adverse yaw and require a lot of rudder, but that's not a problem.Jack PhillipsNX899JPRaleigh, NC-----Original Message-----

Original Posted By:> jim_markle(at)mindspring.com
pretty much all airplanes are rigged with the ailerons drooping a little bit so that in flight any slack in the aileron system (and there is always some) is taken out and the ailerons end up streamlined (there is an upward force on the ailerons in flight).Gene> Date: Tue=2C 5 Oct 2010 09:09:24 -0500

Original Posted By: "Cuy, Michael D. (GRC-RXD0)[ASRC Aerospace Corporation]"
Scott: Any airplane can be a Pilot Killer, And it does not have anything to dowith how many hours he has, A quirk of fate I.E. Defective part, weather, Piloterror etc. will do one in .I flew Allen Rudolf's without any idea of its flight characteristics back in theearly 60's, flew from FL to WI without a problem, as many others have done.and many 1000 hours since,In Pietenpols.Listen to the Piet fliers and builders they will be the experts to guide you andothers, With a few hours of tail dragger time you or the pilot of your creationwill find out what most of us know,You will NOT be sorry.Pieti Lowellsblack wrote:> One of the guys in my flying club told me that the Piet was not an airplane fornovices, based on the fact that a friend of his crashed while test flying one.It seems incredible to me that this would be the case, given the low wingloading, generous flying and control surfaces, very basic layout of the airplaneand the number that have been built. Also, a test flight accident doesn't tellyou anything because there could have been 100 variations from the stock designi.e. errors in rig, balance, etc etc and in fact maybe the motor quit orsomething - I have no idea. Also, I have no idea of the pilot's back ground.> So can somebody with a fairly varied background in small airplanes give me anhonest perspective of how a Piet flies? Ground handling, stall characteristics,maneuverability, stick forces? Does it fly hands off? Does it need a lot ofattention on the rudder (like a champ) or can you put your feet on the floorlike a 150? We am proposing it as a club project and it seems ideal to me. Theidea that it is "a pilot killer!" seems almost comical. What airplane isn't inthe wrong hands? Any informed opinions appreciated. > > ScottRead this topic online here:http://forums.matronics.com/viewtopic.p ... __________

Original Posted By: "Dale Johnson"
> To: pietenpol-list(at)matronics.com> > > That reminds me. It finally dawned on me that the GN-1 that I bought is the only one I've ever seen w/out the cross bracing cables that crisscross between the wing struts. The fella that I bought it from told me to keep in mind that if a wing drops=2C or when you level it out after a bank=2C that it "takes all she got" to get that wing up level again. He put in some quick gap seals on the airlerons using dope/fabric=2C and said that it helps a little=2C but he said to just be aware of it when the time comes to fly it. The airframe does have about 480hrs on it=2C so it IS a proven airframe=2C but I am wondering if this lack of cross bracing may be contributing to the wing possibly warping slightly with aileron use=2C etc..> > also=2C before the last person bought it and rebuilt it=2C it was in a mishap back in '02. This=2C in my mind confirms my theory about the lack of cross bracing. Here's an excerpt of the accident back then:> > > He began the takeoff roll and initiated a> normal climb until about 20 feet above ground level (agl) when the airplane suddenly and violently> banked to the left. He applied full right rudder and also right aileron input but was not able to> recover before the left wing impacted the ground. He then reduced power and the airplane then> nosed over and came to rest on a closed runway. Postcrash=2C he checked the flight controls and> stated=2C "they moved correctly and freely." He also stated that there was no evidence of pre-impact> structural failure or malfunction.> > Any thoughts on this?> > Larry> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 699#313699> > > > > Attachments: > > http://forums.matronics.com//files/1_132.jpg> > > > ============================================> > > ________________________________________________________________________________

Original Posted By: Gene Rambo
> To: pietenpol-list(at)matronics.com> > > That reminds me. It finally dawned on me that the GN-1 that I bought isthe only one I've ever seen w/out the cross bracing cables that crisscrossbetween the wing struts. The fella that I bought it from told me to keep inmind that if a wing drops, or when you level it out after a bank, that it"takes all she got" to get that wing up level again. He put in some quickgap seals on the airlerons using dope/fabric, and said that it helps alittle, but he said to just be aware of it when the time comes to fly it.The airframe does have about 480hrs on it, so it IS a proven airframe, but Iam wondering if this lack of cross bracing may be contributing to the wingpossibly warping slightly with aileron use, etc..> > also, before the last person bought it and rebuilt it, it was in a mishapback in '02. This, in my mind confirms my theory about the lack of crossbracing. Here's an excerpt of the accident back then:> > > He began the takeoff roll and initiated a> normal climb until about 20 feet above ground level (agl) when theairplane suddenly and violently> banked to the left. He applied full right rudder and also right aileroninput but was not able to> recover before the left wing impacted the ground. He then reduced powerand the airplane then> nosed over and came to rest on a closed runway. Postcrash, he checked theflight controls and> stated, "they moved correctly and freely." He also stated that there wasno evidence of pre-impact> structural failure or malfunction.> > Any thoughts on this?> > Larry> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 699#313699> > > > > Attachments: > > http://forums.matronics.com//files/1_132.jpg> > >=================> > > ________________________________________________________________________________

Original Posted By: owner-pietenpol-list-server(at)matronics.com [mailto:owner-pietenpol-lis
That=92s what the flying wires between the lift struts are for. Between them and the roll wires on the cabanes=2C the wing manages to keep itself aligned with the fuselage.Jack PhillipsNX899JPRaleigh=2C NC

Original Posted By: "carson"
> >> > My goof! Now I understand why someone said they would not fly a Piet> without them.> Skip> > > Yeah... it's lacking the cables that criss cross between the lift struts.> I already bought the 'tangs' (that the strut attach bolts go thru) from> AS&S for the cables I will install. I was thinking that stainless flying> wires might be better/stronger.... until I saw the pricing on it. Anything> (cable) would be better than nothing.. I hope..> >> > Larry> > > ============================================> > > ________________________________________________________________________________Subject: Pietenpol-List: Re: 0-235 info

Original Posted By:> owner-pietenpol-list-server(at)matronics.com
> .net>> > Charlie=2C> > You can buy cable tensiometers=2C but they are expensive and unnecessary.> Just tighten the cables until all four are a little more than snug and they> all make approximately the same sound when plucked. You don't want them> terribly tight - they don't need to go "Peeeng" when plucked. Just a nice> low "Thmmmm"=2C but they should all make about the same sound.> > These cables actually control the alignment of the wing to the centerline of> the airplane. To set the initial tension=2C pick either the forward pair (at> the fuselage) or the rear pair and tighten them to a little more than snug.> Then use a metal tape measure and measure the distance from the tailpost to> each wingtip. Each distance should be the same=2C within +/- 1/4". If the> distances are off=2C adjust the tension in the flying wires until the wing is> square with the fuselage. Then tighten the other pair and re-measure the> tailpost to wingtip distance=2C both sides. Adjust tensions as necessary.> > Washout is set differently. It is controlled by the length of the rear lift> struts and depending on your strut design may or may not be easily> adjustable. I have a small bit of washout in mine and the stall> characteristics are good. As far as I know I have not flown a Pietenpol> without washout (Ryan=2C does yours have washout or not?) but I suspect it> would be fine without it.> > Good luck!> > Jack Phillips> NX899JP> Raleigh=2C NC> > -----Original Message-----