Today's Message Index:
----------------------
1. 12:26 AM - RV-List Digest: 27 Msgs - 09/23/04 -Reply (Jim.Truitt@usdoj.gov)
2. 02:21 AM - 2000 RV-6A For Sale - Long (Russell Daves)
3. 03:05 AM - Re: Discovery Wings Oshkosh 2004 - Comments ()
4. 03:42 AM - Bottom rudder fairing (Mickey Coggins)
5. 03:43 AM - Elevator balancing/counterweights (Mickey Coggins)
6. 04:07 AM - Re: RV-List Digest: 27 Msgs - 09/23/04 -Reply (Jerry Springer)
7. 04:40 AM - Re: Glide Characteristics (Stewart, Michael (ISS Atlanta))
8. 05:30 AM - EAA, Discovery Wings Oshkosh 2004 - Comments (RV_8 Pilot)
9. 05:59 AM - Re: Discovery Wings Oshkosh 2004 - Comments (Sims, Doug)
10. 06:08 AM - Re: Discovery Wings Oshkosh 2004 - Comments (Sims, Doug)
11. 06:17 AM - Re: EAA, Discovery Wings Oshkosh 2004 - Comments (linn walters)
12. 06:44 AM - Re: Discovery Wings Oshkosh 2004 - Comments (Bobby Hester)
13. 06:46 AM - tailcone (Wheeler North)
14. 06:52 AM - Re: Aircraft Wiring (Charlie Kuss)
15. 06:56 AM - Re: Glide Characteristics (Scott Bilinski)
16. 07:02 AM - Re: Common Reamer Sizes (Scott Bilinski)
17. 07:08 AM - Re: Flap Skin Part Number? (Charlie Kuss)
18. 07:27 AM - Re: Common Reamer Sizes (DAVID REEL)
19. 07:54 AM - Re: Aircraft Wiring (Skylor Piper)
20. 07:59 AM - Re: RV-List Digest: 27 Msgs - 09/23/04 -Reply (Gregory Young)
21. 08:03 AM - Re: RV-List Digest: 27 Msgs - 09/23/04 -Reply (Chris W)
22. 08:04 AM - Re: Glide Characteristics (Aircraft Technical Book Company)
23. 08:19 AM - Re: Aircraft Wiring (Mickey Coggins)
24. 08:20 AM - Re: Elevator balancing/counterweights (Mike Robertson)
25. 08:42 AM - FNG Questions (Valovich, Paul)
26. 09:09 AM - Re: Glide Characteristics (Rob Prior)
27. 09:11 AM - Re: Elevator balancing/counterweights (cgalley)
28. 09:13 AM - Re: Elevator balancing/counterweights (cgalley)
29. 09:18 AM - Medical Question... (Matt Dralle)
30. 09:28 AM - Re: FNG Questions (David Figgins)
31. 09:31 AM - Re: Medical Question... (Trainnut01@aol.com)
32. 09:38 AM - Re: Medical Question... (Sam Buchanan)
33. 09:40 AM - Re: Medical Question... (Bruce Gray)
34. 09:40 AM - Re: Medical Question... (richard dudley)
35. 09:45 AM - Re: Medical Question... (Scott Bilinski)
36. 09:48 AM - Re: Medical Question... (Cory Emberson)
37. 10:13 AM - Re: Aircraft Wiring (Mike Nellis)
38. 10:16 AM - Re: FNG Questions (Mike Nellis)
39. 10:17 AM - Re: Aircraft Wiring (Terry Watson)
40. 10:17 AM - Re: Medical Question... (Scott VanArtsdalen)
41. 10:25 AM - Re: Glide Characteristics (Scott VanArtsdalen)
42. 10:27 AM - Re: Glide Characteristics (Randy Lervold)
43. 10:29 AM - Re: Medical Question... (Mickey Coggins)
44. 10:36 AM - Re: FNG Questions (Chris Good)
45. 10:45 AM - Re: Medical Question... (Chris Good)
46. 10:45 AM - Re: FNG Questions (CBRxxDRV@aol.com)
47. 10:45 AM - Re: Medical Question... (linn walters)
48. 10:51 AM - Apology (jim & terri truitt)
49. 11:36 AM - Re: FNG Questions (steve zicree)
50. 11:46 AM - Re: Medical Question... (Charles Rowbotham)
51. 11:51 AM - Re: FNG Questions (steve zicree)
52. 12:13 PM - Re: Medical Question... (cgalley)
53. 12:50 PM - Re: Medical Question... (cgalley)
54. 01:45 PM - Re: FNG Questions Now flush set (CBRxxDRV@aol.com)
55. 02:17 PM - Re: Medical Question... (RV6 Flyer)
56. 02:30 PM - Re: Medical Question... (Mike Robertson)
57. 03:01 PM - Re: FNG Questions (Chris W)
58. 03:41 PM - Re: Glide Characteristics (Kyle Boatright)
59. 04:04 PM - Re: Medical Question... (Tom Doran)
60. 04:32 PM - Re: Glide Characteristics (Scott VanArtsdalen)
61. 05:14 PM - Re: Medical Question... (cgalley)
62. 05:42 PM - Re: Glide Characteristics (Kevin Horton)
63. 06:24 PM - Re: Glide Characteristics (linn walters)
64. 06:24 PM - Re: Medical Question (Oldsfolks@aol.com)
65. 06:36 PM - Re: FNG Questions (Oldsfolks@aol.com)
66. 06:37 PM - Re: Tailcone (Oldsfolks@aol.com)
67. 06:46 PM - Re: Elevator balancing/counter weights (Oldsfolks@aol.com)
68. 07:13 PM - Re: Aircraft Wiring (Charlie Kuss)
69. 07:26 PM - Re: FNG Questions Now flush set (Fiveonepw@aol.com)
70. 07:32 PM - Re: Re: Elevator balancing/counter weights (Kevin Horton)
71. 07:32 PM - Re: Medical Question... (Fiveonepw@aol.com)
72. 07:36 PM - Re: Elevator balancing/counterweights (Kevin Horton)
73. 07:49 PM - Re: Glide Characteristics (Rob Prior)
74. 08:43 PM - Re: Aircraft Wiring (Charlie Kuss)
75. 08:46 PM - Re: Medical Question... (Henry Hochberg)
76. 09:04 PM - Re: Glide Characteristics (Stein Bruch)
77. 09:09 PM - Re: Re: FNG Questions (David Fenstermacher)
78. 09:16 PM - Re: Medical Question... (Vanremog@aol.com)
79. 09:16 PM - Re: Glide Characteristics (Vanremog@aol.com)
Message 1
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| Subject: | RV-List Digest: 27 Msgs - 09/23/04 -Reply |
(Receipt Notification Requested)
--> RV-List message posted by: "Jim.Truitt@usdoj.gov" <Jim.Truitt@usdoj.gov>
I have been temporarily assigned to a new task force in Indianapolis effective
September 22, 2004. All of my fugitive cases have been reassigned to other
task force members. If you need to contact the officer assigned to a case,
contact Jim Enea at (317) 226-7116 (office) or (317) 281-7502 (cell). For
contact concerning a new fugitive case, or collateral leads, contact
Supervisor Tom Cassels at (317) 226-6059 or Brian Aldridge at (317) 226-0255.
I will check my email and voice mail periodically during this period, or I can
be contacted at (317) 281-7503.
Message 2
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| Subject: | 2000 RV-6A For Sale - Long |
--> RV-List message posted by: "Russell Daves" <dav1111@cox.net>
2000 RV-6A FOR SALE - $73,000.00 - Lubbock, Texas Pictures available by e-mail
dav1111@cox.net.
The engine is a Lycoming 0-320 D2J, 160hp - TTSN 2410 - SMOH 464 - At overhaul
everything was either completely overhauled or replaced. The last conditional
inspection was on August 1, 2004 and the compression was 76/80, 78/80, 77/80,
and 74/80. The engine was from Civil Air Patrol 172 which was removed for an upgrade.
Senenich Fixed Pitch Metal Prop 464 hours since new. Electric Flaps, two
piece wheel pants.
Instrument wise it has a KT 760 Digital Transponder, with Altitude Encoder, a KLX135A
digital GPS/Comm, a Flightcom 403 Intercom. It also has a Navaid Single
Axis Autopilot (wing leveler) coupled to theGPS, with both a GPS tracking mode
and a separate heading hold. The Navaid autopilot is upgradeable to a two axis
autopilot with altitude hold for about $1700.00. It has a panel mounted Skyforce
C III moving map GPS display, and a VM 1000 engine monitor. In addition,
Terry's panel has an open spot in which a VOR/LOC/ILS head could be installed
and the panel upgraded to add true IFR capability.
Terry Cole, owner/builder, has asked me to handle the sale of his RV-6A for him
since I am a close friend, an attorney, and have bought and sold six different
airplanes. In addition Terry and I are both building RV-10's. For comparison,
I sold my 150 hp 1996 RV-6A for $70,000.00 (N65RV), which was not as nice as
Terry's RV-6A. Terry's RV has a much better engine monitor than I had, and overall
is far superior in workmanship and looks to my RV, which I sold. I have
talked to the A&P who did the engine overhaul, who is also an RV-6A and RV-7 builder,
and Terry's engine overhaul sure appears to have been done right.
For additional information or pictures please feel free to contact me either by
phone (806) 535-1019 or e-mail. In addition, if you need contact information
for other people in the Lubbock area who are familiar with Terry's RV-6A please
let me know and I would be happy to forward you a list of contacts.
Message 3
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| Subject: | Re: Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: <sears@searnet.com>
> Warbirds are wonderful and my 4 will more than likely have a warbird paint
scheme
> in memory of my father, but to have less than a handful of experimentals
on EAA's
> site during the event, was astounding! I thought EAA was for Experimental
Aviation > Assoc."just my opinion"
What you guys don't understand is that the EAA doesn't care about the
average home built airplane. It cares about the guy who has the money to
help keep their business alive. We aren't talking about the average home
builder. We barely have enough money to live on and maybe build our dream
ships. We're talking about the guy who owns the rare antique or war bird.
Those guys have huge egos and will give big bucks to the EAA if they're
pampered. It wasn't until a large number of us average guys spoke up that
they changed the magazine back to experimentals instead of the average rich
guy's military aircraft magazine. I dropped out of the EAA for two years
because of the magazine, my main tie to the organization. To get the EAA to
change is going to require a deluge of mail to make them wake up and listen.
When chapters started sounding off about the war birds in the magazine, the
magazine changed. One person is not going to get the job done.
Unfortunately, I don't think you'll see it get done. You can always do like
I do and not go to Oshkosh. I certainly haven't lost anything there. I'd
rather go to smaller events that appreciate my being there.
Jim Sears in KY
RV-6A N198JS (Scooter)
RV-7A #70317 (Building wings, ordered fuse)
EAA Tech Counselor
EAA Flight Advisor
do not archive
Message 4
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| Subject: | Bottom rudder fairing |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi,
Does anyone have any pictures of their bottom rudder
fairing that they can point me to? I've trimmed mine,
but not sure if there is a better way to do it.
Thanks,
Mickey
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 5
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| Subject: | Elevator balancing/counterweights |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi,
Probably in the instructions, but I can't seem to locate
it. What is the technique for balancing the elevators?
Also, there are counterweights on the rudder, but how
does one balance it?
Thanks,
Mickey
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 6
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| Subject: | Re: RV-List Digest: 27 Msgs - 09/23/04 -Reply |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Jim.Truitt@usdoj.gov wrote:
>--> RV-List message posted by: "Jim.Truitt@usdoj.gov" <Jim.Truitt@usdoj.gov>
>
>I have been temporarily assigned to a new task force in Indianapolis effective
>September 22, 2004. All of my fugitive cases have been reassigned to other
>task force members. If you need to contact the officer assigned to a case,
>contact Jim Enea at (317) 226-7116 (office) or (317) 281-7502 (cell). For
>contact concerning a new fugitive case, or collateral leads, contact
>Supervisor Tom Cassels at (317) 226-6059 or Brian Aldridge at (317) 226-0255.
>
>I will check my email and voice mail periodically during this period, or I can
>be contacted at (317) 281-7503.
>
>
>
>
Enough already, You have sent this at least three times. At least learn
how to use the do not archive!!!!
Jerry
Message 7
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| Subject: | Glide Characteristics |
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Kyle,
Mine is 760fpm, 80mph indicated, through 3'k prop stopped, 1560lbs, c/s
Hartzell. A lighter 6will do better. Mines heavy with doo dads.
Or in another more exciting test. 3000fpm, rudder to the stops, hard as
a rock slip, speed unknown, prop spinning not producing power unknown.
This was an unscientific, unplanned test.
Details here http://www.vansairforce.net/articles/MyDeadStick.htm
Enjoy
Mike Stewart
6A
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kyle Boatright
Subject: RV-List: Glide Characteristics
--> RV-List message posted by: "Kyle Boatright"
<kboatright1@comcast.net>
Has anyone done power off (prop stopped) glide testing on their RV-6 or
RV-7? I was doing some airwork today and tried to simulate an engine
out no flaps landing, and the airplane simply didn't want to come down.
With the engine at idle, the rate of descent was only 350 FPM, which
tells me that my high pitched prop was still generating some thrust.
Does an engine idling glide with half flaps provide a good
representation of the glide with no flaps and the prop stopped? How
about full flaps? My goal here is to get a feel for what the airplane's
performance would be if I actually suffered an engine out event. By the
way, I'm not brave enough these days to do the actual engine out
routine... ;-)
Thanks in advance,
KB
==
==
==
==
Message 8
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| Subject: | EAA, Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
In addition to the EAA forgetting where they came from, I believe their
government advocacy work is next to useless. Take their most recent glowing
achievement - completion of the Sport Pilot Rule. With all the reams of
useless and burdensome conditions writen into the rule, I predict it will be
just as big of a success as the Recreational Pilot Certificate.
Personally, 90% of the motivation for renewing my EAA membership each year
is to keep my free Aeroplanner.com account.
On the plus side, the magazine does seem to have improved over the last
couple of years.
Bryan
>What you guys don't understand is that the EAA doesn't care about the
>average home built airplane. It cares about the guy who has the money to
>help keep their business alive. We aren't talking about the average home
>builder. We barely have enough money to live on and maybe build our dream
>ships. We're talking about the guy who owns the rare antique or war bird.
>Those guys have huge egos and will give big bucks to the EAA if they're
>pampered. It wasn't until a large number of us average guys spoke up that
>they changed the magazine back to experimentals instead of the average rich
>guy's military aircraft magazine. I dropped out of the EAA for two years
>because of the magazine, my main tie to the organization. To get the EAA
>to
>change is going to require a deluge of mail to make them wake up and
>listen.
>When chapters started sounding off about the war birds in the magazine, the
>magazine changed. One person is not going to get the job done.
>Unfortunately, I don't think you'll see it get done. You can always do
>like
>I do and not go to Oshkosh. I certainly haven't lost anything there. I'd
>rather go to smaller events that appreciate my being there.
>
>Jim Sears in KY
>RV-6A N198JS (Scooter)
>RV-7A #70317 (Building wings, ordered fuse)
>EAA Tech Counselor
>EAA Flight Advisor
>do not archive
Message 9
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| Subject: | Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: "Sims, Doug" <Doug.Sims@danahermotion.com>
I have attended Oshkosh for the last 17 years and I feel it is now more
about generating revenue then focusing on it's heratage. I recognize we all
have operating budgets, but bigger is not always better.
You would think they would place the experimentals (by type) near their
respective OEM.
-----Original Message-----
From: Alex Peterson [mailto:alexpeterson@earthlink.net]
Subject: RE: RV-List: Discovery Wings Oshkosh 2004 - Comments
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
> I think they missed the central point of Experimental
> Aircraft Association's
> true beginnings and present primary focus, that is, hands-on aircraft
> building and flying.
>
> My two-cents worth.
>
> John at Salida, CO
John,
I sounds like the show accurately represented EAA's current position
with respect to homebuilts and Airventure. I was quite disgusted with
where they have recently moved the homebuilt camping to on the field.
One would think that the homebuilt camping should be in the prime
airplane camping area, not the worst. We (a couple RV's) bullied our
way to the vintage camping area this year, which is much better camping
than the "north 40".
Alex Peterson
Maple Grove, MN
RV6-A N66AP 524 hours
do not archive
http://www.home.earthlink.net/~alexpeterson/
Message 10
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| Subject: | Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: "Sims, Doug" <Doug.Sims@danahermotion.com>
It takes cash to keep Poberenzy current in warbirds!
RV8
Time to spark up the panel-yikes
-----Original Message-----
From: sears@searnet.com [mailto:sears@searnet.com]
Subject: Re: RV-List: Discovery Wings Oshkosh 2004 - Comments
--> RV-List message posted by: <sears@searnet.com>
> Warbirds are wonderful and my 4 will more than likely have a warbird paint
scheme
> in memory of my father, but to have less than a handful of experimentals
on EAA's
> site during the event, was astounding! I thought EAA was for Experimental
Aviation > Assoc."just my opinion"
What you guys don't understand is that the EAA doesn't care about the
average home built airplane. It cares about the guy who has the money to
help keep their business alive. We aren't talking about the average home
builder. We barely have enough money to live on and maybe build our dream
ships. We're talking about the guy who owns the rare antique or war bird.
Those guys have huge egos and will give big bucks to the EAA if they're
pampered. It wasn't until a large number of us average guys spoke up that
they changed the magazine back to experimentals instead of the average rich
guy's military aircraft magazine. I dropped out of the EAA for two years
because of the magazine, my main tie to the organization. To get the EAA to
change is going to require a deluge of mail to make them wake up and listen.
When chapters started sounding off about the war birds in the magazine, the
magazine changed. One person is not going to get the job done.
Unfortunately, I don't think you'll see it get done. You can always do like
I do and not go to Oshkosh. I certainly haven't lost anything there. I'd
rather go to smaller events that appreciate my being there.
Jim Sears in KY
RV-6A N198JS (Scooter)
RV-7A #70317 (Building wings, ordered fuse)
EAA Tech Counselor
EAA Flight Advisor
do not archive
Message 11
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| Subject: | Re: EAA, Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
All you folks are correct ..... Oshkosh (and Lakeland) have gone the way
of big business. They are no longer aimed at getting pilots,
homebuilts, future pilots and kit builders together to admire each
others accomplishments and create friendships. Sadly, this is gone from
those two main events. Those activities have been replaced with
commercial activities. Oskosh and Lakeland are where you go to find
tools, avionics, hardware, information, and ideas .... at a discount
.... and all in one 'place'. Your regional fly-ins are more for grass
roots aviation ..... until they grow too big also. More fly-ins are
being developed (such as Lumberton NC in May) to try and get back to
what we call a fly-in. Lakeland has become a financial mess and even I
find the airshow lacking (and I'm an aerobatic nut) and fraught with
commercialism. I don't like the way they're heading, but I still
volunteer full-time (10 days) every year ..... and have for 30 years.
By boycotting either of these mega-events, you lose out on all the
workshops and forums, which are an invaluable tool. Yeah, the workshops
are sponsored by big-name companies too, but you get to use the latest
equipment aimed at our sport and economics ..... and that's priceless.
However, if they keep raising the prices at the gates, I predict that
both these events will, sometime in the future, fail, because of the
growing feelings of disenfranchisement (I think that's a word) of the
homebuilt community from which both these events grew.
My opinions only, and YMMV. Blue skies and good flying ..... and lots
of free time for building.
Linn
do not archive ..... no useful info in here!
RV_8 Pilot wrote:
>--> RV-List message posted by: "RV_8 Pilot" <rv_8pilot@hotmail.com>
>
>In addition to the EAA forgetting where they came from, I believe their
>government advocacy work is next to useless. Take their most recent glowing
>achievement - completion of the Sport Pilot Rule. With all the reams of
>useless and burdensome conditions writen into the rule, I predict it will be
>just as big of a success as the Recreational Pilot Certificate.
>
>Personally, 90% of the motivation for renewing my EAA membership each year
>is to keep my free Aeroplanner.com account.
>
>On the plus side, the magazine does seem to have improved over the last
>couple of years.
>
>Bryan
>
>
>
>
>>What you guys don't understand is that the EAA doesn't care about the
>>average home built airplane. It cares about the guy who has the money to
>>help keep their business alive. We aren't talking about the average home
>>builder. We barely have enough money to live on and maybe build our dream
>>ships. We're talking about the guy who owns the rare antique or war bird.
>>Those guys have huge egos and will give big bucks to the EAA if they're
>>pampered. It wasn't until a large number of us average guys spoke up that
>>they changed the magazine back to experimentals instead of the average rich
>>guy's military aircraft magazine. I dropped out of the EAA for two years
>>because of the magazine, my main tie to the organization. To get the EAA
>>to
>>change is going to require a deluge of mail to make them wake up and
>>listen.
>>When chapters started sounding off about the war birds in the magazine, the
>>magazine changed. One person is not going to get the job done.
>>Unfortunately, I don't think you'll see it get done. You can always do
>>like
>>I do and not go to Oshkosh. I certainly haven't lost anything there. I'd
>>rather go to smaller events that appreciate my being there.
>>
>>Jim Sears in KY
>>RV-6A N198JS (Scooter)
>>RV-7A #70317 (Building wings, ordered fuse)
>>EAA Tech Counselor
>>EAA Flight Advisor
>>do not archive
>>
>>
>
>
>
>
Message 12
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| Subject: | Re: Discovery Wings Oshkosh 2004 - Comments |
--> RV-List message posted by: Bobby Hester <bhester@hopkinsville.net>
Sims, Doug wrote:
>--> RV-List message posted by: "Sims, Doug" <Doug.Sims@danahermotion.com>
>
>It takes cash to keep Poberenzy current in warbirds!
>
>RV8
>Time to spark up the panel-yikes
>
And motorcycles!
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
Message 13
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>>>>>>>>>>>>
I built my entire slow build rv4 fuse by myself except for the very end,
when I stuffed my girlfriend into the tail cone to buck a few rivets (see
attached picture). Otherwise, it can all be done solo.
Steve Zicree
<<<<<<<<<<<<<<<
Steve, did you ever get her back out? I guess that explains why some of the
4's tend to be tail heavy.
This could also explain what really happened to Jimmy Hoffa! Somewhere out
there is a DC-3...
;{)
do not archive
PS I did the same thing but she was pretty solid on us having to be married
before she would actually go there. Go figure???
Message 14
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|
| Subject: | Re: Aircraft Wiring |
--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
Mike
I just searched Blue Mountain's web site. I found neither the original
article, nor Greg's rebuttal to Bob's critique. Where can I find the rebuttal?
Charlie Kuss
>--> RV-List message posted by: Mike Nellis <mike@bmnellis.com>
>
>Bob wrote the critique, Greg wrote the rebuttle.
>
>Ben Cunningham wrote:
>
> >--> RV-List message posted by: "Ben Cunningham" <benandginny@insightbb.com>
> >
> >The wiring booklet critique is at www.bluemountainavionics.com under the
> >discussion groups installation tab. Pretty good rebuttal by electric Bob.
> >
> >Ben Cunningham
> >RV7 finish kit
> >
> >----- Original Message -----
> >From: "Jim & Bev Cone" <jimnbev@olypen.com>
> >To: <rv-list@matronics.com>
> >Subject: Re: RV-List: Aircraft Wiring
> >
> >
> >
> >
> >>--> RV-List message posted by: "Jim & Bev Cone" <jimnbev@olypen.com>
> >>
> >>There is also a very interesting rebuttal of the critique on the Blue
> >>
> >>
> >Mountain Discussion Board.
> >
> >
> >>Jim Cone
> >>3-Peat Offender
> >>
> >>
> >>
> >>
> >
> >
> >
> >
>
>
Message 15
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| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
A guy did this in his 4 a while back, he actually turned off the engine in
the pattern. I belive this was with a constant speed prop and he saw 800
FPM decent. He wanted to touch down in the middle of the runway but ended
up on the numbers!
At 10:54 PM 9/23/2004 -0400, you wrote:
>--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
>
>Has anyone done power off (prop stopped) glide testing on their RV-6 or
>RV-7? I was doing some airwork today and tried to simulate an engine out
>no flaps landing, and the airplane simply didn't want to come down. With
>the engine at idle, the rate of descent was only 350 FPM, which tells me
>that my high pitched prop was still generating some thrust.
>
>Does an engine idling glide with half flaps provide a good representation
>of the glide with no flaps and the prop stopped? How about full
>flaps? My goal here is to get a feel for what the airplane's performance
>would be if I actually suffered an engine out event. By the way, I'm not
>brave enough these days to do the actual engine out routine... ;-)
>
>Thanks in advance,
>
>KB
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 16
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|
| Subject: | Re: Common Reamer Sizes |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Before starting the Harmon Rocket II........What?
At 09:54 PM 9/23/2004 -0700, you wrote:
>--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>I used a 13/64" and 17/64" chucking reamers in a bunch of spots on the
>baffles to reduce stress around 3/16" and 1/4" fasteners.
>
>Other than that I've got 1/4" and 3/16" reamers. I figure a #19 and #10
>would also be helpful, will probably snag each of those before starting the
>HR-II.
>
>)_( Dan
>RV-7 N714D (232 hours)
>http://www.rvproject.com
>
>----- Original Message -----
>From: <tx_jayhawk@excite.com>
>To: <rv-list@matronics.com>
>Subject: RV-List: Common Reamer Sizes
>
>
> > --> RV-List message posted by: "" <tx_jayhawk@excite.com>
> >
> >
> > All,
> >
> > Anyone care to comment on any required reamer sizes used? I have no
>intention of reaming regular sheetmetal holes, but I would like to do so in
>the "bushing-type" applications. I understand that a 1/4" reamer would be
>beneficial...are any other sizes really required (3/16, 5/16, etc.)?
> >
> > Thanks,
> > Scott
> > 7A Wings
> > www.scottsrv7a.com
> >
> >
> > Join Excite! - http://www.excite.com
> > The most personalized portal on the Web!
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 17
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|
| Subject: | Re: Flap Skin Part Number? |
--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
Scott,
Since the 7 & 8 use the same wing, all common parts will retain their
original part numbers. Heck, I've got seat parts that have RV4 part numbers
on them. Don't worry, the FL-801 and FL-802 parts are the correct items.
Charlie Kuss
>--> RV-List message posted by: "" <tx_jayhawk@excite.com>
>
>
>Stupid question that I can't believe I cannot find in the archives...
>
>My plans call for 701 and 702 as the flap skins (it's a 7A). The skins I
>have are labeled 801 and 802. I assume they are the same? I think it is
>the same wing, but I thought I would double-check before drilling the skin.
>
>Thanks,
>Scott
>7A Wings
>www.scottsrv7a.com
>
>
>Join Excite! - http://www.excite.com
>The most personalized portal on the Web!
>
>
Message 18
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|
| Subject: | Re: Common Reamer Sizes |
--> RV-List message posted by: "DAVID REEL" <dreel@cox.net>
I found a 7/16 reamer indespensable in cleaning up the the wing attach bolt holes.
I bought the QB 8A and although the center section holes matched the wing,
I had a lot of trouble lining up the landing gear support brackets which bolt
onto the forward side of the wing center section. A reamer, inserted from the
aft side of the center section and turned by hand, proved essential for cleaning
up small mismatches in the gear bracket so the bolts would go through and
it doesn't affect the aluminum that lines up. I also had to ream one hole from
front to back. It seems one of the F804C parts did not line up perfectly
either. Don't know if the 7A bolts things to the center section or not.
Dave Reel RV8A
Message 19
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|
| Subject: | Re: Aircraft Wiring |
--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
For those that can't find the Blue Mountain Avionics
message board thread for the wiring booklet &
discussion, it should be here:
http://www.bluemountainavionics.com/discus/messages/2/806.html?1095871128
(The link might get split!)
_______________________________
Declare Yourself - Register online to vote today!
http://vote.yahoo.com
Message 20
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|
| Subject: | RV-List Digest: 27 Msgs - 09/23/04 -Reply |
--> RV-List message posted by: "Gregory Young" <gyoung@cs-sol.com>
Jerry,
This is an "out of office" reply message sent by his e-mail program. Thank
god he's a digest subscriber so we're only getting one per day. Those on
list exploders should know how to use their "out of office" properly so
this does not occur. Unfortunately this will last until he returns and turns
it off or Matt unsubscribes him.
Greg
Do not archive
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of
> Jerry Springer
> Sent: Friday, September 24, 2004 6:07 AM
> To: rv-list@matronics.com
> Subject: Re: RV-List: RV-List Digest: 27 Msgs - 09/23/04 -Reply
>
> --> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
> Jim.Truitt@usdoj.gov wrote:
>
> >--> RV-List message posted by: "Jim.Truitt@usdoj.gov"
> >--> <Jim.Truitt@usdoj.gov>
> >
> >I have been temporarily assigned to a new task force in Indianapolis
> >effective September 22, 2004. All of my fugitive cases have been
> >reassigned to other task force members. If you need to contact the
> >officer assigned to a case, contact Jim Enea at (317)
> 226-7116 (office)
> >or (317) 281-7502 (cell). For contact concerning a new
> fugitive case,
> >or collateral leads, contact Supervisor Tom Cassels at (317)
> 226-6059 or Brian Aldridge at (317) 226-0255.
> >
> >I will check my email and voice mail periodically during
> this period,
> >or I can be contacted at (317) 281-7503.
> >
> >
> >
> >
> Enough already, You have sent this at least three times. At
> least learn how to use the do not archive!!!!
>
> Jerry
>
Message 21
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|
| Subject: | Re: RV-List Digest: 27 Msgs - 09/23/04 -Reply |
--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
Jerry Springer wrote:
>Jim.Truitt@usdoj.gov wrote:
>
>>I have been temporarily assigned to a new task force in Indianapolis effective
>>September 22, 2004. All of my fugitive cases have been reassigned to other
>>task force members. If you need to contact the officer assigned to a case,
>>contact Jim Enea at (317) 226-7116 (office) or (317) 281-7502 (cell). For
>>contact concerning a new fugitive case, or collateral leads, contact
>>Supervisor Tom Cassels at (317) 226-6059 or Brian Aldridge at (317) 226-0255.
>>
>>I will check my email and voice mail periodically during this period, or I can
>>be contacted at (317) 281-7503.
>>
>>
>Enough already, You have sent this at least three times. At least learn
>how to use the do not archive!!!!
>
>
Jerry,
I am 100% sure this is an automated response from his email software
while he is "away". I personally think auto email response is an
idiotic attempt to act like an answering machine for email and is a wast
these days. But if you are going to use an auto responder you should
use a different email address for mailing lists or figure out how to get
your email auto responder to ignore messages from the mailing list.
do not archive
--
Chris W
Bring Back the HP 15C
http://hp15c.org
Not getting the gifts you want? The Wish Zone can help.
http://thewishzone.com
Message 22
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|
| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: "Aircraft Technical Book Company" <winterland@rkymtnhi.com>
Years ago, in ultralights, we used to kill our engines all the time and have
power-off spot landing contests. This quickly got boring, so we'd make it
harder and harder for ourselves by shutting off our engines at lower
altitudes, doing a number of maneuvers before setting up to land, throwing
out rolls of toilet paper and clipping it 3-4 times before landing, swooping
over the line at low altitude and then swinging around to land the other
direction Bob Hoover style. It was great fun and built a lot of confidence
for when actual power off landings, as are not so uncommon in ultralights,
were for real.
Anyway, I've never done it in my -6. For one thing because the
maneuverability of the ultralights we used to fly (particularly the
Flightstars and Phantoms) is far greater than the RVs. And also frankly,
because the idea of it at our 8-9000' mountain strips with our high landing
speeds and skinny runways makes me real nervous. I know my piloting ability
suffers because of it.
It would sure be fun to find some empty 10,000' strip in the middle of
Kansas to try. It would be a great way to learn about our planes, and put
these questions to rest for real. Anybody for trying to set up such a
group event?
Andy
Builder's Bookstore
www.buildersbooks.com
800 780-4115
----- Original Message -----
From: Scott Bilinski <bilinski@kyocera-wireless.com>
Subject: Re: RV-List: Glide Characteristics
> --> RV-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> A guy did this in his 4 a while back, he actually turned off the engine in
> the pattern. I belive this was with a constant speed prop and he saw 800
> FPM decent. He wanted to touch down in the middle of the runway but ended
> up on the numbers!
>
> At 10:54 PM 9/23/2004 -0400, you wrote:
> >--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
> >
> >Has anyone done power off (prop stopped) glide testing on their RV-6 or
> >RV-7? I was doing some airwork today and tried to simulate an engine out
> >no flaps landing, and the airplane simply didn't want to come down. With
> >the engine at idle, the rate of descent was only 350 FPM, which tells me
> >that my high pitched prop was still generating some thrust.
> >
> >Does an engine idling glide with half flaps provide a good representation
> >of the glide with no flaps and the prop stopped? How about full
> >flaps? My goal here is to get a feel for what the airplane's performance
> >would be if I actually suffered an engine out event. By the way, I'm not
> >brave enough these days to do the actual engine out routine... ;-)
> >
> >Thanks in advance,
> >
> >KB
> >
> >
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
Message 23
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|
| Subject: | Re: Aircraft Wiring |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi,
It's here:
http://www.bluemountainavionics.com/discus/messages/2/806.html?1095871128
Mickey
> I just searched Blue Mountain's web site. I found neither the original
>article, nor Greg's rebuttal to Bob's critique. Where can I find the rebuttal?
>Charlie Kuss
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 24
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|
| Subject: | Elevator balancing/counterweights |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Michey,
There used to be an AC with all kinds of generic information but that one is
long gone. Now almost all info is fond in manufacturer's maintenance manuls
(IE, Cessna, Piper). What you need to do is to suspend the control surface
from the hinges, then either add or remove weight from the counterweight
until the trailing edge and counterweights are on the same horizontal plane.
More specifically for the RV's I have found that if the trailing edge is
slightly heavy the controls seem to respond better and there is less chance
of control flutter at high speeds. By being slightly heavy I mean the
trailing edge 1-2 inches below the horizontal plane of the center of the
counter weight leading edge.
I hope this helps,
Mike Robertson
>From: Mickey Coggins <mick-matronics@rv8.ch>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Elevator balancing/counterweights
>Date: Fri, 24 Sep 2004 12:43:36 +0200
>
>--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>
>Hi,
>
>Probably in the instructions, but I can't seem to locate
>it. What is the technique for balancing the elevators?
>Also, there are counterweights on the rudder, but how
>does one balance it?
>
>Thanks,
>Mickey
>
>--
>Mickey Coggins
>http://www.rv8.ch/
>#82007 QB Wings/Fuselage
>
>
Check out Election 2004 for up-to-date election news, plus voter tools and
Message 25
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|
--> RV-List message posted by: "Valovich, Paul" <pvalovich@dcscorp.com>
I'm just getting the shop arranged and about to order an RV-8A kit. The workshop
was part of the house I bought last spring and has the plumbing for an airtool
system - =BD inch PVC from the compressor connection to 3 outlets at varying
distances (up to 50 feet). Bit on the Husky 32 gallon $299 compressor deal;
just received the Avery RV Builders Kit, upgraded with a Sioux 3X rivet gun.
Recommended pressure for both the gun and Sioux drill is 90 psi. How much "line
loss" does one usually get from the compressor outlet to a connector - say 50
feet away? What is a reasonable compressor outlet setting? Will 90+ psi be a
problem with the PVC?
Thanks,
Paul Valovich
Booger
Message 26
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|
| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: "Rob Prior" <rv7@b4.ca>
On 19:54 23/09/2004 "Kyle Boatright" <kboatright1@comcast.net> wrote:
> --> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.n
> et>
> Has anyone done power off (prop stopped) glide testing on their RV-6
> or RV-7? I was doing some airwork today and tried to simulate an
> engine out no flaps landing, and the airplane simply didn't want to
> come down. With the engine at idle, the rate of descent was only 350
> FPM, which tells me that my high pitched prop was still generating some
> thrust.
You'll have to be careful assuming what simulated configuration will equal
an actual configuration in the event of an emergency. An idling engine can
provide thrust or drag, depending on whether you're hanging off the prop
trying to maintain altitude (some thrust), or diving onto it trying to lose
altitude (some drag). A stopped prop will provide neither thrust nor drag
(well, a tiny bit of drag, but not much). And a windmilling prop will
provide a *lot* of drag.
> My goal here is to get a feel for what the
> airplane's performance would be if I actually suffered an engine out
> event.
Take your plane up to 10000' sometime, and do an engine idling glide, an
engine out (but prop windmilling) glide, and an engine out and prop stopped
glide, all at the same indicated airspeed. All other things being equal,
you should find the lowest descent rate with the engine idling (because
it's still contributing energy to your flight), and the highest with the
prop windmilling (because it's doing nothing but remove energy from your
flight). With the prop stopped you'll be somewhere in between.
-Rob
Message 27
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|
| Subject: | Re: Elevator balancing/counterweights |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
I always thought that the consensus was to "over balance" and have the nose
heavier than the trailing edge.
Might take a look at CAM 18 for this kind of information
----- Original Message -----
From: "Mike Robertson" <mrobert569@hotmail.com>
Subject: RE: RV-List: Elevator balancing/counterweights
> --> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
>
> Michey,
>
> There used to be an AC with all kinds of generic information but that one
is
> long gone. Now almost all info is fond in manufacturer's maintenance
manuls
> (IE, Cessna, Piper). What you need to do is to suspend the control
surface
> from the hinges, then either add or remove weight from the counterweight
> until the trailing edge and counterweights are on the same horizontal
plane.
> More specifically for the RV's I have found that if the trailing edge is
> slightly heavy the controls seem to respond better and there is less
chance
> of control flutter at high speeds. By being slightly heavy I mean the
> trailing edge 1-2 inches below the horizontal plane of the center of the
> counter weight leading edge.
>
> I hope this helps,
> Mike Robertson
>
>
> >From: Mickey Coggins <mick-matronics@rv8.ch>
> >Reply-To: rv-list@matronics.com
> >To: rv-list@matronics.com
> >Subject: RV-List: Elevator balancing/counterweights
> >Date: Fri, 24 Sep 2004 12:43:36 +0200
> >
> >--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> >
> >Hi,
> >
> >Probably in the instructions, but I can't seem to locate
> >it. What is the technique for balancing the elevators?
> >Also, there are counterweights on the rudder, but how
> >does one balance it?
> >
> >Thanks,
> >Mickey
> >
> >--
> >Mickey Coggins
> >http://www.rv8.ch/
> >#82007 QB Wings/Fuselage
> >
> >
>
> Check out Election 2004 for up-to-date election news, plus voter tools and
>
>
Message 28
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|
| Subject: | Re: Elevator balancing/counterweights |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
From CAM 18
CONTROL SURFACE CHANGES. Any change in the size of control surfaces affects
the loading conditions for the airplane structure and therefore requires
additional strength analyses, static tests, or both. Flight tests are
usually required also. The owner is particularly warned against making minor
changes on control surfaces, since the original design often just meets
certain requirements for flutter prevention. No balancing weights should be
removed or added without consulting the manufacturer and finally obtaining
the inspector's approval. In particular, it is essential that nothing be
done to alter the contour of the nose section ahead of the hinge line or to
increase the weight of movable surfaces to the rear of the hinge line.
Balancing and trimming tabs have very powerful effects and should not be
altered or allowed to become loose. All these precautions against flutter
become increasingly important as the speed of the airplane is increased. On
high speed airplanes any change of the control surfaces or system may result
in flutter or dangerous vibration.
----- Original Message -----
From: "Mike Robertson" <mrobert569@hotmail.com>
Subject: RE: RV-List: Elevator balancing/counterweights
> --> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
>
> Michey,
>
> There used to be an AC with all kinds of generic information but that one
is
> long gone. Now almost all info is fond in manufacturer's maintenance
manuls
> (IE, Cessna, Piper). What you need to do is to suspend the control
surface
> from the hinges, then either add or remove weight from the counterweight
> until the trailing edge and counterweights are on the same horizontal
plane.
> More specifically for the RV's I have found that if the trailing edge is
> slightly heavy the controls seem to respond better and there is less
chance
> of control flutter at high speeds. By being slightly heavy I mean the
> trailing edge 1-2 inches below the horizontal plane of the center of the
> counter weight leading edge.
>
> I hope this helps,
> Mike Robertson
>
>
> >From: Mickey Coggins <mick-matronics@rv8.ch>
> >Reply-To: rv-list@matronics.com
> >To: rv-list@matronics.com
> >Subject: RV-List: Elevator balancing/counterweights
> >Date: Fri, 24 Sep 2004 12:43:36 +0200
> >
> >--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> >
> >Hi,
> >
> >Probably in the instructions, but I can't seem to locate
> >it. What is the technique for balancing the elevators?
> >Also, there are counterweights on the rudder, but how
> >does one balance it?
> >
> >Thanks,
> >Mickey
> >
> >--
> >Mickey Coggins
> >http://www.rv8.ch/
> >#82007 QB Wings/Fuselage
> >
> >
>
> Check out Election 2004 for up-to-date election news, plus voter tools and
>
>
Message 29
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|
| Subject: | Medical Question... |
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Hello Listers,
Okay, while this isn't exactly an RV related question, I couldn't think of
a nicer bunch of guys to ask... :-)
So the doctor says I've got "high blood pressure" and wants to put me on
blood pressure medicine. In the office, I'm about 145/94 which I guess is
on the high side for a 40-year old guy. Anyway, the doctor wrote me a
prescription for "Atenolol", 25mg, once a day.
My question is, will this particular blood pressure medicine be acceptable
with regard to my flight physical (standard 3rd class for Private Pilot)?
If not, what type would be acceptable?
Thanks for the input.
Matt Dralle
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 30
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--> RV-List message posted by: "David Figgins" <2004nospam@earthlink.net>
I have pvc coiled pipe air hose and it seems fine at the pressures
recommended, I did however just read an article from another builders web
site that talked about running the rivet gun at lower pressures (25 psi)
particularly for 3/32 rivets to give better control. Having just finished
the HS and VS I can attest that trying to control the 3X gun at the higher
pressures is not easy and it can be very easy to flatten the formed head and
worse mar the shop side skin finish. I would also be interested in opinions
on the appropriate psi setting for the 3X gun before I start the rudder.
Dave Figgins
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Valovich, Paul
Subject: RV-List: FNG Questions
--> RV-List message posted by: "Valovich, Paul" <pvalovich@dcscorp.com>
I'm just getting the shop arranged and about to order an RV-8A kit. The
workshop was part of the house I bought last spring and has the plumbing for
an airtool system - =BD inch PVC from the compressor connection to 3 outlets
at varying distances (up to 50 feet). Bit on the Husky 32 gallon $299
compressor deal; just received the Avery RV Builders Kit, upgraded with a
Sioux 3X rivet gun.
Recommended pressure for both the gun and Sioux drill is 90 psi. How much
"line loss" does one usually get from the compressor outlet to a connector -
say 50 feet away? What is a reasonable compressor outlet setting? Will 90+
psi be a problem with the PVC?
Thanks,
Paul Valovich
Booger
advertising on the Matronics Forums.
Message 31
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: Trainnut01@aol.com
Matt
My doctor has me on a blood pressure medication called "Benicar".
Medical examiner didn't have any problem with it.
Carroll Jernigan
RV7A Fuselage
Message 32
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Matt Dralle wrote:
> --> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
> Hello Listers,
>
> Okay, while this isn't exactly an RV related question, I couldn't think of
> a nicer bunch of guys to ask... :-)
>
> So the doctor says I've got "high blood pressure" and wants to put me on
> blood pressure medicine. In the office, I'm about 145/94 which I guess is
> on the high side for a 40-year old guy. Anyway, the doctor wrote me a
> prescription for "Atenolol", 25mg, once a day.
>
> My question is, will this particular blood pressure medicine be acceptable
> with regard to my flight physical (standard 3rd class for Private Pilot)?
>
> If not, what type would be acceptable?
>
> Thanks for the input.
>
> Matt Dralle
>
Matt, I am assuming you are a member of AOPA, so I suggest you contact
their medical experts. They can guide you through the process of
interfacing with the FAA in Oklahoma.
*Another* great reason to be a member of AOPA! I also highly recommend
their inexpensive legal services option in this day and age of pop-up TFRs.
Sam Buchanan
Message 33
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| Subject: | Medical Question... |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Check with the AOPA medical department. The FAA maintains an approved
list of medications. You want to make sure that your BP med is on that
list.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
Subject: RV-List: Medical Question...
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Hello Listers,
Okay, while this isn't exactly an RV related question, I couldn't think
of
a nicer bunch of guys to ask... :-)
So the doctor says I've got "high blood pressure" and wants to put me on
blood pressure medicine. In the office, I'm about 145/94 which I guess
is
on the high side for a 40-year old guy. Anyway, the doctor wrote me a
prescription for "Atenolol", 25mg, once a day.
My question is, will this particular blood pressure medicine be
acceptable
with regard to my flight physical (standard 3rd class for Private
Pilot)?
If not, what type would be acceptable?
Thanks for the input.
Matt Dralle
Message 34
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: richard dudley <rhdudley@att.net>
Hi Matt,
I don't know about Atenolol. But, HCTZ (hydrocholro thyazide) is
acceptable. However, be prepared to get a letter from your physician for
your next flight physical that explains that your BP is under control by
the medication and that the other measures from your blood tests and
electrocardiogram indicate no problems.
Good luck and best wishes,
Richard Dudley
Matt Dralle wrote:
>--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
>Hello Listers,
>
>Okay, while this isn't exactly an RV related question, I couldn't think of
>a nicer bunch of guys to ask... :-)
>
>So the doctor says I've got "high blood pressure" and wants to put me on
>blood pressure medicine. In the office, I'm about 145/94 which I guess is
>on the high side for a 40-year old guy. Anyway, the doctor wrote me a
>prescription for "Atenolol", 25mg, once a day.
>
>My question is, will this particular blood pressure medicine be acceptable
>with regard to my flight physical (standard 3rd class for Private Pilot)?
>
>If not, what type would be acceptable?
>
>Thanks for the input.
>
>Matt Dralle
>
>
>Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
>925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
>http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
>
>
Message 35
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I saw a approved list of medications on either AOPA, EAA, or FAA web site,
cant remember which. In this case I would guess a call into AOPA might get
you the answers the fastest.
At 09:17 AM 9/24/2004 -0700, you wrote:
>--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
>Hello Listers,
>
>Okay, while this isn't exactly an RV related question, I couldn't think of
>a nicer bunch of guys to ask... :-)
>
>So the doctor says I've got "high blood pressure" and wants to put me on
>blood pressure medicine. In the office, I'm about 145/94 which I guess is
>on the high side for a 40-year old guy. Anyway, the doctor wrote me a
>prescription for "Atenolol", 25mg, once a day.
>
>My question is, will this particular blood pressure medicine be acceptable
>with regard to my flight physical (standard 3rd class for Private Pilot)?
>
>If not, what type would be acceptable?
>
>Thanks for the input.
>
>Matt Dralle
>
>
>Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
>925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
>http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 36
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| Subject: | Medical Question... |
--> RV-List message posted by: "Cory Emberson" <bootless@earthlink.net>
Hi Matt,
Here's the email for one of the finest people I know: Dr. Brent Blue, Senior
AME. I've known him for about 16 years or so through Avsig, and he runs
Aeromedix.com (which has a bunch of neat stuff, including ReliefBands, Pulse
Oximeters and smoke hoods). He is especially good at addressing these issues
regarding flight physicals, and will often give presentations at SMXgig on
that subject. I will send his email to you off-list.
best, Cory
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Matt Dralle
Subject: RV-List: Medical Question...
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Hello Listers,
Okay, while this isn't exactly an RV related question, I couldn't think of
a nicer bunch of guys to ask... :-)
So the doctor says I've got "high blood pressure" and wants to put me on
blood pressure medicine. In the office, I'm about 145/94 which I guess is
on the high side for a 40-year old guy. Anyway, the doctor wrote me a
prescription for "Atenolol", 25mg, once a day.
My question is, will this particular blood pressure medicine be acceptable
with regard to my flight physical (standard 3rd class for Private Pilot)?
If not, what type would be acceptable?
Thanks for the input.
Matt Dralle
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 37
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|
| Subject: | Re: Aircraft Wiring |
--> RV-List message posted by: Mike Nellis <mike@bmnellis.com>
Looks like you found it Charlie. :)
Mike
do not archive
Charlie Kuss wrote:
>--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>
>Mike
> I just searched Blue Mountain's web site. I found neither the original
>article, nor Greg's rebuttal to Bob's critique. Where can I find the rebuttal?
>Charlie Kuss
>
>
>
>>--> RV-List message posted by: Mike Nellis <mike@bmnellis.com>
>>
>>Bob wrote the critique, Greg wrote the rebuttle.
>>
>>Ben Cunningham wrote:
>>
>>
>>
>>>--> RV-List message posted by: "Ben Cunningham" <benandginny@insightbb.com>
>>>
>>>The wiring booklet critique is at www.bluemountainavionics.com under the
>>>discussion groups installation tab. Pretty good rebuttal by electric Bob.
>>>
>>>Ben Cunningham
>>>RV7 finish kit
>>>
>>>----- Original Message -----
>>>From: "Jim & Bev Cone" <jimnbev@olypen.com>
>>>To: <rv-list@matronics.com>
>>>Subject: Re: RV-List: Aircraft Wiring
>>>
>>>
>>>
>>>
>>>
>>>
>>>>--> RV-List message posted by: "Jim & Bev Cone" <jimnbev@olypen.com>
>>>>
>>>>There is also a very interesting rebuttal of the critique on the Blue
>>>>
>>>>
>>>>
>>>>
>>>Mountain Discussion Board.
>>>
>>>
>>>
>>>
>>>>Jim Cone
>>>>3-Peat Offender
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>
>>
>
>
>
>
--
Mike Nellis
Austin, TX
CMRA #32 Honda RC51
'97 YZF1000
'47 Stinson 108-2; RV6 (Fuselage)
http://bmnellis.com
Message 38
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| Subject: | Re: FNG Questions |
--> RV-List message posted by: Mike Nellis <mike@bmnellis.com>
You'll probably get all sorts of reply about how you shouldn't use PVC
for an air line but there is no pressure loss in an air line from the
supply tank to the end of the fitting unless there is a regulator. The
line just acts as additional storage. Now, the size of the smallest
fitting in the line will limit how much VOLUME of air you can put
through the line if you're running a velocity tool such as an air
grinder or something.
Valovich, Paul wrote:
>--> RV-List message posted by: "Valovich, Paul" <pvalovich@dcscorp.com>
>
>I'm just getting the shop arranged and about to order an RV-8A kit. The workshop
was part of the house I bought last spring and has the plumbing for an airtool
system - =BD inch PVC from the compressor connection to 3 outlets at varying
distances (up to 50 feet). Bit on the Husky 32 gallon $299 compressor deal;
just received the Avery RV Builders Kit, upgraded with a Sioux 3X rivet gun.
>
>
>Recommended pressure for both the gun and Sioux drill is 90 psi. How much "line
loss" does one usually get from the compressor outlet to a connector - say 50
feet away? What is a reasonable compressor outlet setting? Will 90+ psi be a
problem with the PVC?
>
>Thanks,
>
>Paul Valovich
>
>Booger
>
>
>
>
--
Mike Nellis
Austin, TX
CMRA #32 Honda RC51
'97 YZF1000
'47 Stinson 108-2; RV6 (Fuselage)
http://bmnellis.com
Message 39
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--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
Charlie,
The critique (peer review?) by Bob Nuckolls of Greg Richter's "Aircraft
Wiring for Smart People" was on the Aeroelectric list and should be in the
aeroelectric archives, and possibly on Bob's website. It is embedded in a
copy of the original booklet.
The original booklet can be downloaded from Blue Mountain's website
(bluemountainavionics.com). On the main menu, look for the downloads tab.
Bob's review was quite critical in several areas. Greg's response on Blue
Mountain's discussion board could degenerated into something pretty
unprofessional, in my opinion.
Terry
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Charlie Kuss
Subject: Re: RV-List: Aircraft Wiring
--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
Mike
I just searched Blue Mountain's web site. I found neither the original
article, nor Greg's rebuttal to Bob's critique. Where can I find the
rebuttal?
Charlie Kuss
Message 40
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| Subject: | Medical Question... |
--> RV-List message posted by: "Scott VanArtsdalen" <svanarts@yahoo.com>
Unsubscribing from the RV-List for a while lowered my blood pressure.
I'm sorry. I know that wasn't helpful.
This is probably more helpful:
Pilot Medical Solutions, Inc.R
http://www.leftseat.com/hypertension.htm
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
Subject: RV-List: Medical Question...
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Hello Listers,
Okay, while this isn't exactly an RV related question, I couldn't think
of
a nicer bunch of guys to ask... :-)
So the doctor says I've got "high blood pressure" and wants to put me on
blood pressure medicine. In the office, I'm about 145/94 which I guess
is
on the high side for a 40-year old guy. Anyway, the doctor wrote me a
prescription for "Atenolol", 25mg, once a day.
My question is, will this particular blood pressure medicine be
acceptable
with regard to my flight physical (standard 3rd class for Private
Pilot)?
If not, what type would be acceptable?
Thanks for the input.
Matt Dralle
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
==
==
==
==
Message 41
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| Subject: | Glide Characteristics |
--> RV-List message posted by: "Scott VanArtsdalen" <svanarts@yahoo.com>
Are we talking minimum sink or best glide here? They came out as two
dramatically different numbers on my -4. Best glide was around 95mph,
IIRC and somewhere in the 80's (probably around 85 given the other
responses) for minimum sink.
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kyle Boatright
Subject: RV-List: Glide Characteristics
--> RV-List message posted by: "Kyle Boatright"
<kboatright1@comcast.net>
Has anyone done power off (prop stopped) glide testing on their RV-6 or
RV-7? I was doing some airwork today and tried to simulate an engine
out no flaps landing, and the airplane simply didn't want to come down.
With the engine at idle, the rate of descent was only 350 FPM, which
tells me that my high pitched prop was still generating some thrust.
Does an engine idling glide with half flaps provide a good
representation of the glide with no flaps and the prop stopped? How
about full flaps? My goal here is to get a feel for what the airplane's
performance would be if I actually suffered an engine out event. By the
way, I'm not brave enough these days to do the actual engine out
routine... ;-)
Thanks in advance,
KB
==
==
==
==
Message 42
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| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: "Randy Lervold" <randy@romeolima.com>
To add to Rob's comments, you'll find that the fine pitch stop setting on a
c/s prop can make a LARGE difference in sink rate also. While doing my prop
testing a while back I had occasion to change the fine pitch stop a bit and
wow, it provided an additional 300 fpm descent.
Adjusting the fine pitch stop can be used to accomodate the owner's
preferences: set it a bit courser and get a better glide, set it a bit finer
and you will need to carry more power on approach, but you can really drop
it in when you want to such as when coming in to a short field over an
obstacle.
Randy Lervold
----- Original Message -----
From: "Rob Prior" <rv7@b4.ca>
Subject: Re: RV-List: Glide Characteristics
> --> RV-List message posted by: "Rob Prior" <rv7@b4.ca>
>
> On 19:54 23/09/2004 "Kyle Boatright" <kboatright1@comcast.net> wrote:
> > --> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.n
> > et>
> > Has anyone done power off (prop stopped) glide testing on their RV-6
> > or RV-7? I was doing some airwork today and tried to simulate an
> > engine out no flaps landing, and the airplane simply didn't want to
> > come down. With the engine at idle, the rate of descent was only 350
> > FPM, which tells me that my high pitched prop was still generating some
> > thrust.
>
> You'll have to be careful assuming what simulated configuration will equal
> an actual configuration in the event of an emergency. An idling engine
can
> provide thrust or drag, depending on whether you're hanging off the prop
> trying to maintain altitude (some thrust), or diving onto it trying to
lose
> altitude (some drag). A stopped prop will provide neither thrust nor drag
> (well, a tiny bit of drag, but not much). And a windmilling prop will
> provide a *lot* of drag.
>
> > My goal here is to get a feel for what the
> > airplane's performance would be if I actually suffered an engine out
> > event.
>
> Take your plane up to 10000' sometime, and do an engine idling glide, an
> engine out (but prop windmilling) glide, and an engine out and prop
stopped
> glide, all at the same indicated airspeed. All other things being equal,
> you should find the lowest descent rate with the engine idling (because
> it's still contributing energy to your flight), and the highest with the
> prop windmilling (because it's doing nothing but remove energy from your
> flight). With the prop stopped you'll be somewhere in between.
>
> -Rob
>
>
Message 43
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi,
I'd get the cardiogrip to get your blood pressure down
without drugs, then you won't have to worry. I don't
have high blood pressure, but I checked out the unit
and spoke to the company principals at SNF. Looks good,
and the science behind it is sound.
http://www.mdsystems.com/
Also, you probably want to check your own blood pressure
at home, just in case you have "white coat syndrome".
Mickey
>So the doctor says I've got "high blood pressure" and wants to put me on
>blood pressure medicine. In the office, I'm about 145/94 which I guess is
>on the high side for a 40-year old guy. Anyway, the doctor wrote me a
>prescription for "Atenolol", 25mg, once a day.
>
>My question is, will this particular blood pressure medicine be acceptable
>with regard to my flight physical (standard 3rd class for Private Pilot)?
>
>If not, what type would be acceptable?
>
>Thanks for the input.
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 44
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|
--> RV-List message posted by: "Chris Good" <chrisjgood@lycos.com>
David,
You don't want to run your rivet gun at 90 psi, but you don't want your air system
running at 25 psi either.
Ideally you want high (90 psi) pressure in your system up to the gun, then a needle
valve regulator on the gun cuts the pressure to whatever you need. Test
on some scrap. You'll obviously need more pressure for the 1/8" rivets than for
3/32". I think both Avery & Cleveland sell these valves.
Before someone told me about this, I was regulating the pressure down at the compressor.
As soon as the gun fires, the pressure in the line drops, so you don't
get consistent hits.
Regards,
Chris Good,
West Bend, WI
RV-6A
----- Original Message -----
From: "David Figgins" <2004nospam@earthlink.net>
Subject: RE: RV-List: FNG Questions
--> RV-List message posted by: "David Figgins" <2004nospam@earthlink.net>
I have pvc coiled pipe air hose and it seems fine at the pressures
recommended, I did however just read an article from another builders web
site that talked about running the rivet gun at lower pressures (25 psi)
particularly for 3/32 rivets to give better control. Having just finished
the HS and VS I can attest that trying to control the 3X gun at the higher
pressures is not easy and it can be very easy to flatten the formed head and
worse mar the shop side skin finish. I would also be interested in opinions
on the appropriate psi setting for the 3X gun before I start the rudder.
Dave Figgins
--
Message 45
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| Subject: | Medical Question... |
--> RV-List message posted by: "Chris Good" <chrisjgood@lycos.com>
Matt,
I just checked the AOPA on-line medication database. It says Atenolol is "FAA
allowed". But it wouldn't hurt to get some other opinions.
Of course AOPA has to have a disclaimer, reproduced below.
Regards,
Chris Good.
West Bend, WI
RV-6A
Disclaimer
This database is compiled by the AOPA Medical Certification Department and is based
upon confirmation with the FAA Aerospace Medical Certification Division in
Oklahoma City. Although these medications are generally allowed by the FAA for
flight duties, there are variables with each individual's situation that could
render a particular medication inappropriate for flying because of case history
or adverse side effects. Some medications are being used "off label". This
means that a drug is prescribed for symptoms that do not fall within the FDA's
approval guidelines for that drug. This is just one example of why the FAA
might not approve a drug that is on the list.
FAR 61.53 prohibits a person from acting as pilot in command or as a required pilot
flight crew member while that person (1) "knows or has reason to know of
any medical condition that would make the person unable to meet the requirements
for the medical certificate necessary for the pilot operation"; or, (2) "Is
taking medication or receiving other treatment for a medical condition that results
in the person being unable to meet the requirements for the medical certificate
necessary for the pilot operation."
FAR 91.17 states (a) No person may act or attempt to act as a pilot crewmember
of a civil aircraft
(3) While using any drug that affects the person's faculties in any way contrary
to safety
Although we maintain the medications list as accurately as possible, there may
be drugs that do not appear in the database. If you have any questions about a
particular medication that does not appear, contact the Medical Certification
specialists on the AOPA Pilot Information Center, 800/872-2672.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
Subject: RV-List: Medical Question...
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Hello Listers,
Okay, while this isn't exactly an RV related question, I couldn't think
of
a nicer bunch of guys to ask... :-)
So the doctor says I've got "high blood pressure" and wants to put me on
blood pressure medicine. In the office, I'm about 145/94 which I guess
is
on the high side for a 40-year old guy. Anyway, the doctor wrote me a
prescription for "Atenolol", 25mg, once a day.
My question is, will this particular blood pressure medicine be
acceptable
with regard to my flight physical (standard 3rd class for Private
Pilot)?
If not, what type would be acceptable?
Thanks for the input.
Matt Dralle
--
Message 46
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|
| Subject: | Re: FNG Questions |
--> RV-List message posted by: CBRxxDRV@aol.com
In a message dated 9/24/04 11:43:16 AM Eastern Daylight Time,
pvalovich@dcscorp.com writes:
>
I have the same compressor. It will run most anything you hook to it
and even do a pretty good job at painting (old style belt drive).
The rivit gun needs to be turned down so 90 psi must be a max
pressure. I do not have the drill but again this must be max.
I leave my regulator at the tank on full and use a regulator at the
tool.
do not archive
46 7AC
RV-4
RV-8 Tail (trim tab)
Sal Capra
Lakeland, FL.
My Home Page
Message 47
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Matt, I looked on the AOPA website and this is what I got!
Good luck,
Linn
Search Again
Trade Name FAA Allowed Drug Classification Treatment For
FAA Allowal
Based On Web Link
Atenolol
(atenolol) beta adrenergic blocker high blood pressure
hypertension
blood pressure
hypertension evaluation
<http://www.aopa.org/members/files/medical/hyprtens.html>
do not archive
Matt Dralle wrote:
>--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
>Hello Listers,
>
>Okay, while this isn't exactly an RV related question, I couldn't think of
>a nicer bunch of guys to ask... :-)
>
>So the doctor says I've got "high blood pressure" and wants to put me on
>blood pressure medicine. In the office, I'm about 145/94 which I guess is
>on the high side for a 40-year old guy. Anyway, the doctor wrote me a
>prescription for "Atenolol", 25mg, once a day.
>
>My question is, will this particular blood pressure medicine be acceptable
>with regard to my flight physical (standard 3rd class for Private Pilot)?
>
>If not, what type would be acceptable?
>
>Thanks for the input.
>
>Matt Dralle
>
>
>Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
>925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
>http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
>
>
Message 48
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|
--> RV-List message posted by: jim & terri truitt <jimteri1@earthlink.net>
I apologize to the lists for my work message pinging back to the lists. I activated
an automatic return message for all incoming emails but I didn't think the
matronics lists would accept it. I have done this before and did not have
this happen. I've been off work for 3 days doing my annual inspection so I haven't
seen the lists. Thanks to Karl Schilling and another list reader for giving
me a call this AM. The message should not appear again after today Fri.
9/24. Yeah, I'm computer savvy.
Message 49
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|
| Subject: | Re: FNG Questions |
--> RV-List message posted by: "steve zicree" <szicree@adelphia.net>
Paul,
I don't know much about the strength of the pvc (though I have a similar
setup) but I can tell you that 90 psi to the rivet gun will smash the
bejeezus out of airplane skins. I have a little pressure regulator attached
to the inlet of my gun that allows pretty good control of the pressure. It's
not a true pressure regulator so it isn't worth a darn for paint guns, but
controls the air flow and does a fine job for my rivet gun. It even has a
nice swivel built into it, which I highly recommend. I've always set my
compressor at about 90 and just regulated pressure at the tool end if
required. One more thing that you may already have heard is that the big fat
swivel rivet set that Avery sells is FAR better that the old-school solid
type. Some guys swear by the solid one, but I guess I just don't have their
level of skill. I really wish I would've had it for my tail. As for line
loss of pressure, I don't have specifics but it's never been a problem at
all.
Steve Zicree
----- Original Message -----
From: "Valovich, Paul" <pvalovich@dcscorp.com>
Subject: RV-List: FNG Questions
> --> RV-List message posted by: "Valovich, Paul" <pvalovich@dcscorp.com>
>
> I'm just getting the shop arranged and about to order an RV-8A kit. The
workshop was part of the house I bought last spring and has the plumbing for
an airtool system - =BD inch PVC from the compressor connection to 3 outlets
at varying distances (up to 50 feet). Bit on the Husky 32 gallon $299
compressor deal; just received the Avery RV Builders Kit, upgraded with a
Sioux 3X rivet gun.
>
>
> Recommended pressure for both the gun and Sioux drill is 90 psi. How much
"line loss" does one usually get from the compressor outlet to a connector -
say 50 feet away? What is a reasonable compressor outlet setting? Will 90+
psi be a problem with the PVC?
>
> Thanks,
>
> Paul Valovich
>
> Booger
>
>
Message 50
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|
| Subject: | Medical Question... |
--> RV-List message posted by: "Charles Rowbotham" <crowbotham@hotmail.com>
Matt,
Call AOPA - they have an excellent Medical staff who can (1) answer your
questions and give you advice.
Best wishes,
Chuck
>From: Matt Dralle <dralle@matronics.com>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Medical Question...
>Date: Fri, 24 Sep 2004 09:17:42 -0700
>
>--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
>Hello Listers,
>
>Okay, while this isn't exactly an RV related question, I couldn't think of
>a nicer bunch of guys to ask... :-)
>
>So the doctor says I've got "high blood pressure" and wants to put me on
>blood pressure medicine. In the office, I'm about 145/94 which I guess is
>on the high side for a 40-year old guy. Anyway, the doctor wrote me a
>prescription for "Atenolol", 25mg, once a day.
>
>My question is, will this particular blood pressure medicine be acceptable
>with regard to my flight physical (standard 3rd class for Private Pilot)?
>
>If not, what type would be acceptable?
>
>Thanks for the input.
>
>Matt Dralle
>
>
>Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
>925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
>http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
Message 51
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|
| Subject: | Re: FNG Questions |
--> RV-List message posted by: "steve zicree" <szicree@adelphia.net>
To say that constrictions don't cause a pressure drop in MOVING air is
saying that there's no decrease in pressure in a venturi. How then does my
carb work?
----- Original Message -----
From: "Mike Nellis" <mike@bmnellis.com>
Subject: Re: RV-List: FNG Questions
> --> RV-List message posted by: Mike Nellis <mike@bmnellis.com>
>
> You'll probably get all sorts of reply about how you shouldn't use PVC
> for an air line but there is no pressure loss in an air line from the
> supply tank to the end of the fitting unless there is a regulator. The
> line just acts as additional storage. Now, the size of the smallest
> fitting in the line will limit how much VOLUME of air you can put
> through the line if you're running a velocity tool such as an air
> grinder or something.
>
> Valovich, Paul wrote:
>
> >--> RV-List message posted by: "Valovich, Paul" <pvalovich@dcscorp.com>
> >
> >I'm just getting the shop arranged and about to order an RV-8A kit. The
workshop was part of the house I bought last spring and has the plumbing for
an airtool system - =BD inch PVC from the compressor connection to 3 outlets
at varying distances (up to 50 feet). Bit on the Husky 32 gallon $299
compressor deal; just received the Avery RV Builders Kit, upgraded with a
Sioux 3X rivet gun.
> >
> >
> >Recommended pressure for both the gun and Sioux drill is 90 psi. How much
"line loss" does one usually get from the compressor outlet to a connector -
say 50 feet away? What is a reasonable compressor outlet setting? Will 90+
psi be a problem with the PVC?
> >
> >Thanks,
> >
> >Paul Valovich
> >
> >Booger
> >
> >
> >
> >
>
> --
> Mike Nellis
> Austin, TX
> CMRA #32 Honda RC51
> '97 YZF1000
> '47 Stinson 108-2; RV6 (Fuselage)
> http://bmnellis.com
>
>
Message 52
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|
| Subject: | Re: Medical Question... |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
Did you try plain aspirin first?
----- Original Message -----
From: "Matt Dralle" <dralle@matronics.com>
Subject: RV-List: Medical Question...
> --> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
> Hello Listers,
>
> Okay, while this isn't exactly an RV related question, I couldn't think of
> a nicer bunch of guys to ask... :-)
>
> So the doctor says I've got "high blood pressure" and wants to put me on
> blood pressure medicine. In the office, I'm about 145/94 which I guess is
> on the high side for a 40-year old guy. Anyway, the doctor wrote me a
> prescription for "Atenolol", 25mg, once a day.
>
> My question is, will this particular blood pressure medicine be acceptable
> with regard to my flight physical (standard 3rd class for Private Pilot)?
>
> If not, what type would be acceptable?
>
> Thanks for the input.
>
> Matt Dralle
>
>
> Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
> 925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
> http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
Message 53
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|
| Subject: | Re: Medical Question... |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
Atenolol is one the approved list!
----- Original Message -----
From: "Scott VanArtsdalen" <svanarts@yahoo.com>
Subject: RE: RV-List: Medical Question...
> --> RV-List message posted by: "Scott VanArtsdalen" <svanarts@yahoo.com>
>
> Unsubscribing from the RV-List for a while lowered my blood pressure.
>
> I'm sorry. I know that wasn't helpful.
>
> This is probably more helpful:
>
> Pilot Medical Solutions, Inc.R
> http://www.leftseat.com/hypertension.htm
>
>
> --
> Scott VanArtsdalen
> RV-4 N311SV
> 4-ever!
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
> To: rv-list@matronics.com
> Subject: RV-List: Medical Question...
>
> --> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
> Hello Listers,
>
> Okay, while this isn't exactly an RV related question, I couldn't think
> of
> a nicer bunch of guys to ask... :-)
>
> So the doctor says I've got "high blood pressure" and wants to put me on
>
> blood pressure medicine. In the office, I'm about 145/94 which I guess
> is
> on the high side for a 40-year old guy. Anyway, the doctor wrote me a
> prescription for "Atenolol", 25mg, once a day.
>
> My question is, will this particular blood pressure medicine be
> acceptable
> with regard to my flight physical (standard 3rd class for Private
> Pilot)?
>
> If not, what type would be acceptable?
>
> Thanks for the input.
>
> Matt Dralle
>
>
> Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
> 925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
> http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
> ==
> ==
> ==
> ==
>
>
Message 54
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| Subject: | Re: FNG Questions Now flush set |
--> RV-List message posted by: CBRxxDRV@aol.com
In a message dated 9/24/04 2:37:17 PM Eastern Daylight Time,
szicree@adelphia.net writes:
> One more thing that you may already have heard is that the big fat
> swivel rivet set that Avery sells is FAR better that the old-school solid
>
What in the world I am doing wrong with this thing. I bought it and
I just can not use it. I bought the old solid type and have done my
tail with it. I have not sent the swivel head back yet. But may.
do not archive
Sal Capra
Lakeland, FL
My Home Page
http://hometown.aol.com/cbrxxdrv/index.html
Message 55
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|
| Subject: | Medical Question... |
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
Matt:
I have been taking 50 mg of Tenoric for the most of the past 20 years with
FAA approval. Tenoric is Atenolol combined with Chlorthalidone. Atenolol
is generic beta-blocker (slows down your heart) and Chlorthalidone is a
diuretic (eliminates water from the body). At one time I was taking 50 mg
Tenormin and at another time taking 25 mg which is generic Atenolol with FAA
approval.
I am no doctor but always look up information that a doctor prescribes for
me. You may end up with problems when it comes time for your medical. I am
required to have blood work including K, Na, and Cl with my physical. The
FAA also requires that I get an EKG at each physical. The FAA also want a
report from your treating physician to include periodic blood pressure
readings. (I go in for the BP reading every 3 or 4 months.) They may also
wish to see other test and items that the FAA feels is necessary.
My primary care physician is a pilot, airplane owner, and a FAA Medical
Examiner.
The first time you are due to get your physical, go see your Medical
Examiner and find out everything he wants or needs to issue you your medical
certificate. I also recommend calling AOPA or EAA to get info on what the
FAA requires. Make sure that all the information is sent to the FAA with
your paperwork. If they do not get ONE neat package, it could take MONTHS
to get notified that you are eligible for the certificate requested.
The FAA required that I get a stress test for my student pilot license
because I have high BP. I was 24 years old. My first 4 or 5 medical
certificates were only good for one year and had to be issued by OK City.
Things have come a long way since then. Again, be proactive on your end and
follow AOPA or EAA recommendations to make sure that ONE package goes in
with EVERYTHING that the FAA could want or require.
And at one time I had a 2nd class physical taking this medication.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,588 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
From: "Chris Good" <chrisjgood@lycos.com>
Subject: RE: RV-List: Medical Question...
--> RV-List message posted by: "Chris Good" <chrisjgood@lycos.com>
Matt,
I just checked the AOPA on-line medication database. It says Atenolol is
"FAA allowed". But it wouldn't hurt to get some other opinions.
Of course AOPA has to have a disclaimer, reproduced below.
Regards,
Chris Good.
West Bend, WI
RV-6A
Disclaimer
This database is compiled by the AOPA Medical Certification Department and
is based upon confirmation with the FAA Aerospace Medical Certification
Division in Oklahoma City. Although these medications are generally allowed
by the FAA for flight duties, there are variables with each individual's
situation that could render a particular medication inappropriate for flying
because of case history or adverse side effects. Some medications are being
used "off label". This means that a drug is prescribed for symptoms that do
not fall within the FDA's approval guidelines for that drug. This is just
one example of why the FAA might not approve a drug that is on the list.
FAR 61.53 prohibits a person from acting as pilot in command or as a
required pilot flight crew member while that person (1) "knows or has reason
to know of any medical condition that would make the person unable to meet
the requirements for the medical certificate necessary for the pilot
operation"; or, (2) "Is taking medication or receiving other treatment for a
medical condition that results in the person being unable to meet the
requirements for the medical certificate necessary for the pilot operation."
FAR 91.17 states (a) No person may act or attempt to act as a pilot
crewmember of a civil aircraft
(3) While using any drug that affects the person's faculties in any way
contrary to safety
Although we maintain the medications list as accurately as possible, there
may be drugs that do not appear in the database. If you have any questions
about a particular medication that does not appear, contact the Medical
Certification specialists on the AOPA Pilot Information Center,
800/872-2672.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
Subject: RV-List: Medical Question...
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Hello Listers,
Okay, while this isn't exactly an RV related question, I couldn't think
of
a nicer bunch of guys to ask... :-)
So the doctor says I've got "high blood pressure" and wants to put me on
blood pressure medicine. In the office, I'm about 145/94 which I guess
is
on the high side for a 40-year old guy. Anyway, the doctor wrote me a
prescription for "Atenolol", 25mg, once a day.
My question is, will this particular blood pressure medicine be
acceptable
with regard to my flight physical (standard 3rd class for Private
Pilot)?
If not, what type would be acceptable?
Thanks for the input.
Matt Dralle
Message 56
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|
| Subject: | Medical Question... |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
I'm not sure about the Atenolol. You should really ask your flight surgeon.
I'm using Hydro-Cloro-Thiazid (HCZ) which is supposed to be the weakest
blood pressure meds you can find. I was told that I should not fly for
three months have no side effects and blood prressure was stabilized, after
I started taking the meds.
Again, I would highly suggest consulting your flight surgeon for final
opinion.
Mike Robertson
>From: Matt Dralle <dralle@matronics.com>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Medical Question...
>Date: Fri, 24 Sep 2004 09:17:42 -0700
>
>--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
>Hello Listers,
>
>Okay, while this isn't exactly an RV related question, I couldn't think of
>a nicer bunch of guys to ask... :-)
>
>So the doctor says I've got "high blood pressure" and wants to put me on
>blood pressure medicine. In the office, I'm about 145/94 which I guess is
>on the high side for a 40-year old guy. Anyway, the doctor wrote me a
>prescription for "Atenolol", 25mg, once a day.
>
>My question is, will this particular blood pressure medicine be acceptable
>with regard to my flight physical (standard 3rd class for Private Pilot)?
>
>If not, what type would be acceptable?
>
>Thanks for the input.
>
>Matt Dralle
>
>
>Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
>925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
>http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
Check out Election 2004 for up-to-date election news, plus voter tools and
Message 57
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|
| Subject: | Re: FNG Questions |
--> RV-List message posted by: Chris W <1qazxsw23edcvfr45tgbnhy67ujm@cox.net>
Mike Nellis wrote:
>. . .there is no pressure loss in an air line from the
>supply tank to the end of the fitting unless there is a regulator.
>
While it is true that the "static" pressure will be the same at both
ends of the line. If there is flow in the line there will be a pressure
drop. That drop depends on hose length, diameter and how fast the air
is moving through the line. The diameter of the line is about the
biggest factor in pressure loss. if you cut the ID in half you get
about 10 times more pressure drop. The flow rate is the next biggest,
double the flow and you get about 4 time more pressure drop. Line
length is a linear relation ship, double the line length and you double
the pressure drop.
Bottom line if pressure drop is a problem the easiest and best thing to
do is get a little larger (25 or 50%) line and that should help a lot.
>Now, the size of the smallest
>fitting in the line will limit how much VOLUME of air you can put
>through the line if you're running a velocity tool such as an air
>grinder or something.
>
Volume, or flow, is directly related to pressure drop. If the max
volume you can get through a fitting or line, at whatever pressure, is
say 10 CFM, and your tool consumes 10 CFM then almost all the pressure
you have is going to be droped.
--
Chris W
Bring Back the HP 15C
http://hp15c.org
Not getting the gifts you want? The Wish Zone can help.
http://thewishzone.com
Message 58
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|
| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
My question concerns best glide.
E.G: If I ever have an engine out situation, I'd like to be somewhat
prepared for it. So, is there a configuration that allows you to keep the
engine idling, yet gives a reasonable approximation of the prop stopped
glide. Does 1/2 flaps do it?, Does it take full flaps? etc.
KB
----- Original Message -----
From: "Scott VanArtsdalen" <svanarts@yahoo.com>
Subject: RE: RV-List: Glide Characteristics
> --> RV-List message posted by: "Scott VanArtsdalen" <svanarts@yahoo.com>
>
> Are we talking minimum sink or best glide here? They came out as two
> dramatically different numbers on my -4. Best glide was around 95mph,
> IIRC and somewhere in the 80's (probably around 85 given the other
> responses) for minimum sink.
>
> --
> Scott VanArtsdalen
> RV-4 N311SV
> 4-ever!
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Kyle Boatright
> To: rv-list@matronics.com
> Subject: RV-List: Glide Characteristics
>
> --> RV-List message posted by: "Kyle Boatright"
> <kboatright1@comcast.net>
>
> Has anyone done power off (prop stopped) glide testing on their RV-6 or
> RV-7? I was doing some airwork today and tried to simulate an engine
> out no flaps landing, and the airplane simply didn't want to come down.
> With the engine at idle, the rate of descent was only 350 FPM, which
> tells me that my high pitched prop was still generating some thrust.
>
> Does an engine idling glide with half flaps provide a good
> representation of the glide with no flaps and the prop stopped? How
> about full flaps? My goal here is to get a feel for what the airplane's
> performance would be if I actually suffered an engine out event. By the
> way, I'm not brave enough these days to do the actual engine out
> routine... ;-)
>
> Thanks in advance,
>
> KB
>
>
> ==
> ==
> ==
> ==
>
>
>
Message 59
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: Tom Doran <dorante@juno.com>
Matt:
Your BP is considered high. I am not a doctor, but have been an
EMT-Cardiac for over 20 years. 40 is young to be experiencing
hypertension. It needs to be treated. I have seen too many young people
with heart attacks. I had high blood pressure, but it is now
controlled. I am on medication, but intend to get off soon. IMHO,
hypertension is best controlled by behavioral changes rather than
medications. Modifing your behavior is much more difficult than taking a
pill, but the side affects tend to be good, versus bad with most
medications. If you read the complications and side effects of most
meds, you would probably not take any med.
Being a pilot, I believe, has the side benefit of requiring each
of us to have a routine physical. It is better to find a problem early,
and fix it before it turns terminal or greatly reduces our quality of
life. You shoud consider yourself lucky that your problem was discovered
early. Now you have to do something about it. Your incentive is not
only a long healthy life (your family will appreciate that), but also
your ability to soar with the eagles. Life without flying is boring.
The good news here is that the FAA will grant a medical
certificate to pilots on some BP meds. I think that AOPA has a listing
of "approved meds". The list may be available on the FAA web site also. I
would suggest to my doctor a med that is on the list, not one that is
recommended by his pharmicutical supplier. I am on Cozaar (ACE
inhibitor). It is FAA approved.I had to get a blood test to assure my
cholesterol was under control, but was able to get my medical with no
other significant problems. My AME had to write a letter to the FAA. I
also have a 3rd class.
Please pardon me for lecturing, but the best way to reduce your
BP is through education about hypertension, diet, weight loss, exercise
and stress avoidance. I would not commit myself to a regiment of
medication based on one BP test. Buy a BP cuff (electronic one are less
than $70) and test yourself in the morning and evening, or more often.
Record your readings and provide these to your doctor. Knowledge is the
best medication. The measures mentioned above should be undertaken, even
if you are placed on a BP medication.
Keep healthy for those you love and those who love you.
Do not archive
TOM
On Fri, 24 Sep 2004 09:17:42 -0700 Matt Dralle <dralle@matronics.com>
writes:
> --> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>
> Hello Listers,
>
> Okay, while this isn't exactly an RV related question, I couldn't
> think of
> a nicer bunch of guys to ask... :-)
>
> So the doctor says I've got "high blood pressure" and wants to put
> me on
> blood pressure medicine. In the office, I'm about 145/94 which I
> guess is
> on the high side for a 40-year old guy. Anyway, the doctor wrote me
> a
> prescription for "Atenolol", 25mg, once a day.
>
> My question is, will this particular blood pressure medicine be
> acceptable
> with regard to my flight physical (standard 3rd class for Private
> Pilot)?
>
> If not, what type would be acceptable?
>
> Thanks for the input.
>
> Matt Dralle
>
>
> Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
> 925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
> http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
Get your name as your email address.
Includes spam protection, 1GB storage, no ads and more
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Message 60
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| Subject: | Glide Characteristics |
--> RV-List message posted by: "Scott VanArtsdalen" <svanarts@yahoo.com>
Here are the values that I came up with for my RV-4. I used the
bootstrap methodology discussed on AvWeb. I don't know how good or
reliable it was but it seemed to be a good starting point. Real world
trials seemed to confirm the results I obtained from the spreadsheet I
downloaded from AvWeb. I'm not a flight test engineer by any stretch of
the imagination. Here's what I came up with:
Best Glide Speed Detail
Vbg (1500 lbs) ....83 KIAS (96 MPH)
Vbg (1300 lbs) ....78 KIAS (90 MPH)
Vbg (1100 lbs) ....72 KIAS (83 MPH)
Minimum Descent Speeds
Vmd (1500 lbs) ....63 KIAS (74 MPH)
Vmd (1300 lbs) ....59 KIAS (68 MPH)
Vmd (1100 lbs) ....54 KIAS (63 MPH)
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Kyle Boatright
Subject: Re: RV-List: Glide Characteristics
--> RV-List message posted by: "Kyle Boatright"
<kboatright1@comcast.net>
My question concerns best glide.
E.G: If I ever have an engine out situation, I'd like to be somewhat
prepared for it. So, is there a configuration that allows you to keep
the
engine idling, yet gives a reasonable approximation of the prop stopped
glide. Does 1/2 flaps do it?, Does it take full flaps? etc.
KB
----- Original Message -----
From: "Scott VanArtsdalen" <svanarts@yahoo.com>
Subject: RE: RV-List: Glide Characteristics
> --> RV-List message posted by: "Scott VanArtsdalen"
<svanarts@yahoo.com>
>
> Are we talking minimum sink or best glide here? They came out as two
> dramatically different numbers on my -4. Best glide was around 95mph,
> IIRC and somewhere in the 80's (probably around 85 given the other
> responses) for minimum sink.
>
> --
> Scott VanArtsdalen
> RV-4 N311SV
> 4-ever!
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Kyle
Boatright
> To: rv-list@matronics.com
> Subject: RV-List: Glide Characteristics
>
> --> RV-List message posted by: "Kyle Boatright"
> <kboatright1@comcast.net>
>
> Has anyone done power off (prop stopped) glide testing on their RV-6
or
> RV-7? I was doing some airwork today and tried to simulate an engine
> out no flaps landing, and the airplane simply didn't want to come
down.
> With the engine at idle, the rate of descent was only 350 FPM, which
> tells me that my high pitched prop was still generating some thrust.
>
> Does an engine idling glide with half flaps provide a good
> representation of the glide with no flaps and the prop stopped? How
> about full flaps? My goal here is to get a feel for what the
airplane's
> performance would be if I actually suffered an engine out event. By
the
> way, I'm not brave enough these days to do the actual engine out
> routine... ;-)
>
> Thanks in advance,
>
> KB
>
>
> ==
> ==
> ==
> ==
>
>
>
==
==
==
==
Message 61
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: "cgalley" <cgalley@qcbc.org>
To echo what is below. Watch your diet, exercise, lose weight, make sure
your cholesterol is in the right range, do a check to see how Caffeine
affects you.
I have a very good pilot friend that can't drink coffee or her BP goes above
180 right now. As I mention before, aspirin can help lower BP as well.
----- Original Message -----
From: "Tom Doran" <dorante@juno.com>
Subject: Re: RV-List: Medical Question...
> --> RV-List message posted by: Tom Doran <dorante@juno.com>
>
> Matt:
> Your BP is considered high. I am not a doctor, but have been an
> EMT-Cardiac for over 20 years. 40 is young to be experiencing
> hypertension. It needs to be treated. I have seen too many young people
> with heart attacks. I had high blood pressure, but it is now
> controlled. I am on medication, but intend to get off soon. IMHO,
> hypertension is best controlled by behavioral changes rather than
> medications. Modifing your behavior is much more difficult than taking a
> pill, but the side affects tend to be good, versus bad with most
> medications. If you read the complications and side effects of most
> meds, you would probably not take any med.
>
> Being a pilot, I believe, has the side benefit of requiring each
> of us to have a routine physical. It is better to find a problem early,
> and fix it before it turns terminal or greatly reduces our quality of
> life. You shoud consider yourself lucky that your problem was discovered
> early. Now you have to do something about it. Your incentive is not
> only a long healthy life (your family will appreciate that), but also
> your ability to soar with the eagles. Life without flying is boring.
>
> The good news here is that the FAA will grant a medical
> certificate to pilots on some BP meds. I think that AOPA has a listing
> of "approved meds". The list may be available on the FAA web site also. I
> would suggest to my doctor a med that is on the list, not one that is
> recommended by his pharmicutical supplier. I am on Cozaar (ACE
> inhibitor). It is FAA approved.I had to get a blood test to assure my
> cholesterol was under control, but was able to get my medical with no
> other significant problems. My AME had to write a letter to the FAA. I
> also have a 3rd class.
>
> Please pardon me for lecturing, but the best way to reduce your
> BP is through education about hypertension, diet, weight loss, exercise
> and stress avoidance. I would not commit myself to a regiment of
> medication based on one BP test. Buy a BP cuff (electronic one are less
> than $70) and test yourself in the morning and evening, or more often.
> Record your readings and provide these to your doctor. Knowledge is the
> best medication. The measures mentioned above should be undertaken, even
> if you are placed on a BP medication.
>
> Keep healthy for those you love and those who love you.
>
> Do not archive
>
> TOM
>
>
> On Fri, 24 Sep 2004 09:17:42 -0700 Matt Dralle <dralle@matronics.com>
> writes:
> > --> RV-List message posted by: Matt Dralle <dralle@matronics.com>
> >
> >
> > Hello Listers,
> >
> > Okay, while this isn't exactly an RV related question, I couldn't
> > think of
> > a nicer bunch of guys to ask... :-)
> >
> > So the doctor says I've got "high blood pressure" and wants to put
> > me on
> > blood pressure medicine. In the office, I'm about 145/94 which I
> > guess is
> > on the high side for a 40-year old guy. Anyway, the doctor wrote me
> > a
> > prescription for "Atenolol", 25mg, once a day.
> >
> > My question is, will this particular blood pressure medicine be
> > acceptable
> > with regard to my flight physical (standard 3rd class for Private
> > Pilot)?
> >
> > If not, what type would be acceptable?
> >
> > Thanks for the input.
> >
> > Matt Dralle
> >
> >
> > Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
> > 925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
> > http://www.matronics.com/ WWW | Featuring Products For Aircraft
> >
> >
> >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
>
> Get your name as your email address.
> Includes spam protection, 1GB storage, no ads and more
> Only $1.99/ month - visit http://www.mysite.com/name today!
>
>
Message 62
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| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
>
>My question concerns best glide.
>
>E.G: If I ever have an engine out situation, I'd like to be somewhat
>prepared for it. So, is there a configuration that allows you to keep the
>engine idling, yet gives a reasonable approximation of the prop stopped
>glide. Does 1/2 flaps do it?, Does it take full flaps? etc.
>
>KB
>
There is no generally applicable answer to your question.
The answer will be different for every prop model, and will also
depend on your idle rpm, as it depends on how much thrust your prop
produces at what your best glide speed is. You could do some flight
testing to see what flap angle works for your aircraft. If you use
this technique for training, you need to understand that the use of
flap to simulate a failed engine will only be accurate at one speed.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 63
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| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Having had two off-field landings which resulted in no further damage to
plane or property, there is no good way to plan for the emergency that
comes up. I had prop flange failure on my Pitts which resulted in NO
prop, and the Traumahawk suffered from poor workmanship on the carb by
an A&P. The engine flooded in flight! You must be able to quickly
analyze the situation ..... is the plane flyable. If so, rule #1 is to
"Fly the airplane". If the plane is not flyable, and you have a 'chute
..... do not hesitate to use it. Right now. Without further thought!
Once you've decided to fly the plane to the site of the crash, pick your
emergency field, road, etc. and go there. Do not change your mind to
try and get 'to a better one'. I have been extremely lucky (twice) and
survival had nothing to do with how good or bad a pilot I am. My
airplanes are expendable ... I am not. Both airplanes were
disassembled, trucked back to the airport .... and lived to fly with me
another day. I hope noone experiences a real in-flight emergency .....
but practicing your 'cockpit check' is time well spent. I'm also more
aware of possible landing sites as I fly along, looking for food.
Linn ..... no prop, windmilling prop, but so far, no stopped prop!
do not archive
Kevin Horton wrote:
>--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>
>
>
>>--> RV-List message posted by: "Kyle Boatright" <kboatright1@comcast.net>
>>
>>My question concerns best glide.
>>
>>E.G: If I ever have an engine out situation, I'd like to be somewhat
>>prepared for it. So, is there a configuration that allows you to keep the
>>engine idling, yet gives a reasonable approximation of the prop stopped
>>glide. Does 1/2 flaps do it?, Does it take full flaps? etc.
>>
>>KB
>>
>>
>>
>
>There is no generally applicable answer to your question.
>
>The answer will be different for every prop model, and will also
>depend on your idle rpm, as it depends on how much thrust your prop
>produces at what your best glide speed is. You could do some flight
>testing to see what flap angle works for your aircraft. If you use
>this technique for training, you need to understand that the use of
>flap to simulate a failed engine will only be accurate at one speed.
>
>
Message 64
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| Subject: | Re: Medical Question |
--> RV-List message posted by: Oldsfolks@aol.com
Matt:
I printed out the list of medications from AOPA website for my reference.
I sent the FAA two pounds of medical records and upbeat letters from two
doctors showing my condition was overcome. I am working as hard as ever with no
ill effects, but I have heard nothing yet from FAA. They got my packet on
7-16-04 and then I asked AOPA to check the status on 9-13-04. I have heard
NOTHING from either. Meantime our 60 hour RV-4 sits awaiting my return to
flying status.
Work on getting your blood pressure down by means other than medication if
you can. Start a daily walking regimen ,change your diet and maybe stop coffee.
I stopped coffee after 50 years of 1/2 to 1 gallon a day , so you CAN do it.
My irregular heartbeat is gone now.
Good luck , and I hope you don't have to tangle with the "Special Issuance"
jungle in the furure.
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 65
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| Subject: | Re: FNG Questions |
--> RV-List message posted by: Oldsfolks@aol.com
I use the tank pressure in my PVC airlines around the shop with a regulator
plugged in where I plug in the rivet gun. I have several outlets near my jig
so that I can plug my air drill into the line pressure.
The little regulator on the rivet gun just restricts the flow to change the
gun strokes ,as the pressure drops there.
I use a #2 gun @ 45 PSI on 3/32 and a #4 @ 60 PSI for 1/8. You need to
test on scrap for proper pressure settings on your equipment.
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 66
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--> RV-List message posted by: Oldsfolks@aol.com
Sounds like the marriage thing was job security !
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 67
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| Subject: | Re: Elevator balancing/counter weights |
--> RV-List message posted by: Oldsfolks@aol.com
I had read that a positive balance(slightly nose heavy) was preferable on
elevators. You must also allow for (guestimate if unpainted) the difference
after painting. I had my RV-4 counterweights nose down by 3" or so before
painting and they were about 1" down after paint. Testing to 235 MPH has been
done
with do vibration or flutter.
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
Message 68
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--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
Terry,
I've read the original post by Greg. (Horrible spelling and syntex).
Bob's critique was very well reasoned. I'm trying to figure out a way to
ask Bob what I need to know (without pissing him off) :-(
Greg definitely seemed to take Bob's comments as a personal affront. I
posted to his bulletin board. I seconded your request for REASONS why Bob
is wrong or he is right. I just got home. Been getting ready for our 4th
hurricane in as many weeks here. I haven't gone back to see if Greg has
responded yet.
Charlie
>--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
>
>Charlie,
>
>The critique (peer review?) by Bob Nuckolls of Greg Richter's "Aircraft
>Wiring for Smart People" was on the Aeroelectric list and should be in the
>aeroelectric archives, and possibly on Bob's website. It is embedded in a
>copy of the original booklet.
>
>The original booklet can be downloaded from Blue Mountain's website
>(bluemountainavionics.com). On the main menu, look for the downloads tab.
>
>Bob's review was quite critical in several areas. Greg's response on Blue
>Mountain's discussion board could degenerated into something pretty
>unprofessional, in my opinion.
>
>
>Terry
>
>
>-----Original Message-----
>From: owner-rv-list-server@matronics.com
>[mailto:owner-rv-list-server@matronics.com]On Behalf Of Charlie Kuss
>To: rv-list@matronics.com
>Subject: Re: RV-List: Aircraft Wiring
>
>--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>
>Mike
> I just searched Blue Mountain's web site. I found neither the original
>article, nor Greg's rebuttal to Bob's critique. Where can I find the
>rebuttal?
>Charlie Kuss
>
>
Message 69
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| Subject: | Re: FNG Questions Now flush set |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 09/24/2004 2:46:25 PM Central Standard Time,
CBRxxDRV@aol.com writes:
I have not sent the swivel head back yet.
>>>>>>>>>
Dont! You'll wish you hadn't! After waiting 2 weeks for your buckin' buddy
to show 'cause he can only squeeze ya in between 8 & 10:00 p.m., when you
REALLY start gettin' tired, that ol' swivel set will save your skin! 8-)
From The PossumWorks in TN
Mark - would'a ordered another'n but the original never wore out!!
Message 70
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| Subject: | Re: Elevator balancing/counter weights |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>--> RV-List message posted by: Oldsfolks@aol.com
>
>I had read that a positive balance(slightly nose heavy) was preferable on
>elevators. You must also allow for (guestimate if unpainted) the difference
>after painting. I had my RV-4 counterweights nose down by 3" or so before
>painting and they were about 1" down after paint. Testing to 235
>MPH has been done
>with do vibration or flutter.
>
There is onne thing to keep in mind for anyone who wants to leave
their counterbalances a bit heavy to make up for the weight of a
paint job. If the elevators are balanced so that they tend to go
nose up, this will be worse when you are pulling g. The more g you
pull, the more force there is on the counterweight pulling the
elevator nose up, which will reduce the amount of stick force per g.
Be careful when manoeuvring, especially at aft CG, as too light a
stick force could lead to an overstress, or a pilot induced
oscillation.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 71
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 09/24/2004 5:05:20 PM Central Standard Time,
dorante@juno.com writes:
but the best way to reduce your
BP is through education about hypertension, diet, weight loss, exercise
and stress avoidance.
>>>>
Man, am I screwed!
do not archive! (sorry just couldn't hep it!)
Message 72
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| Subject: | Elevator balancing/counterweights |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
>--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
>
>Michey,
>
>There used to be an AC with all kinds of generic information but that one is
>long gone. Now almost all info is fond in manufacturer's maintenance manuls
>(IE, Cessna, Piper). What you need to do is to suspend the control surface
>from the hinges, then either add or remove weight from the counterweight
>until the trailing edge and counterweights are on the same horizontal plane.
> More specifically for the RV's I have found that if the trailing edge is
>slightly heavy the controls seem to respond better and there is less chance
>of control flutter at high speeds. By being slightly heavy I mean the
>trailing edge 1-2 inches below the horizontal plane of the center of the
>counter weight leading edge.
>
Just understand that Van's flutter analysis and flight testing is
only valid if the elevators are balanced the way he says. Making the
trailing edge heavier will increase the stick force per g, and reduce
the tendency for a pilot induced oscillation. But it will increase
the likelihood of aeroelastic flutter.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 73
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| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: Rob Prior <rv7@b4.ca>
Randy Lervold wrote:
> --> RV-List message posted by: "Randy Lervold" <randy@romeolima.com>
> To add to Rob's comments, you'll find that the fine pitch stop setting on a
> c/s prop can make a LARGE difference in sink rate also. While doing my prop
> testing a while back I had occasion to change the fine pitch stop a bit and
> wow, it provided an additional 300 fpm descent.
To add to Randy's comments, a pilot acquaintance of mine had an
unfortunate incident recently when he experienced engine problems in his
high-powered single (certified). The engine vibration became so rough,
that he decided it would be safer to shut it down before actually
touching down, just to remove one possible piece of rotating damaged
machinery from the equation.
He shut the engine down while on final, but the windmilling prop happily
drifted to fine pitch as the oil pressure dropped, and he landed quite a
bit short of the runway.
Possibly not as much of a problem in an RV, which is more to be set up
for aerobatics (prop will go to coarse pitch when the oil pressure is
lost), but still something to consider.
-Rob
Message 74
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--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
Listers,
I apologize for the post below. I meant it to be "off list"
Charlie
>--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>
>Terry,
> I've read the original post by Greg. (Horrible spelling and syntex).
>Bob's critique was very well reasoned. I'm trying to figure out a way to
>ask Bob what I need to know (without pissing him off) :-(
> Greg definitely seemed to take Bob's comments as a personal affront. I
>posted to his bulletin board. I seconded your request for REASONS why Bob
>is wrong or he is right. I just got home. Been getting ready for our 4th
>hurricane in as many weeks here. I haven't gone back to see if Greg has
>responded yet.
>Charlie
>
> >--> RV-List message posted by: "Terry Watson" <terry@tcwatson.com>
> >
> >Charlie,
> >
> >The critique (peer review?) by Bob Nuckolls of Greg Richter's "Aircraft
> >Wiring for Smart People" was on the Aeroelectric list and should be in the
> >aeroelectric archives, and possibly on Bob's website. It is embedded in a
> >copy of the original booklet.
> >
> >The original booklet can be downloaded from Blue Mountain's website
> >(bluemountainavionics.com). On the main menu, look for the downloads tab.
> >
> >Bob's review was quite critical in several areas. Greg's response on Blue
> >Mountain's discussion board could degenerated into something pretty
> >unprofessional, in my opinion.
> >
> >
> >Terry
> >
> >
> >-----Original Message-----
> >From: owner-rv-list-server@matronics.com
> >[mailto:owner-rv-list-server@matronics.com]On Behalf Of Charlie Kuss
> >To: rv-list@matronics.com
> >Subject: Re: RV-List: Aircraft Wiring
> >
> >--> RV-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
> >
> >Mike
> > I just searched Blue Mountain's web site. I found neither the original
> >article, nor Greg's rebuttal to Bob's critique. Where can I find the
> >rebuttal?
> >Charlie Kuss
> >
> >
>
>
Message 75
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: Henry Hochberg <aeroncadoc@comcast.net>
Matt:
I'm a family doc and an AME. Some of the advice posted so far has been
great (although I haven't seen any documented proof that aspirin lowers
BP Cy unless it lowers it by controlling pain you might have). Best
advice so far is to take care of your health first, you can always fly
later if you have a condition that requires medical investigation.
However, one high BP reading doesn't prove anything so that would be my
first task...to get thirty or forty readings over a week and see where
the majority are. If the majority are high, you've got to deal with it.
Fortunately as has also been said, there are many approaches that can be
used before you ever have to resort to drugs, especially if your general
BP is only in the range you posted.
Having said that, I hardly have any pilot patients in my family practice
for whom I am also the AME and vice versa. There are good reasons to
keep these two things separate. While atenolol is on the approved list
as someone mentioned, the FAA places quite a paperwork burden for newly
treated hypertension in terms of what has to be sent in and proven every
renewal. You'd really like to avoid getting this flag if at all
possible. If it isn't possible, you can fly and have hypertension. You
can fly with lots of maladies, they just each come with a different set
of paperwork and examination requirements.
Henry Hochberg
N72224 RV-6 KAWO
Message 76
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| Subject: | Glide Characteristics |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
Au Contraire!
Only if you have an aerobatic prop....which MOST RV's do not. I don't even
know of any RV's with a counterweighted prop on them, by far the vast
majority have standard C/S "pressure to coarse/fine on low pressure" setups
on them. The C/S RV's sink like a rock in flat pitch at idle on approach.
Cheers,
Stein Bruch
RV6's, Minneapolis
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Rob Prior
Subject: Re: RV-List: Glide Characteristics
--> RV-List message posted by: Rob Prior <rv7@b4.ca>
Possibly not as much of a problem in an RV, which is more to be set up
for aerobatics (prop will go to coarse pitch when the oil pressure is
lost), but still something to consider.
-Rob
Message 77
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| Subject: | Re: FNG Questions |
--> RV-List message posted by: "David Fenstermacher" <dfenstermacher@earthlink.net>
These settings are not mine. I stole them from Dan's website.
Between his website and "Bunny's guide", you have pretty much all the info
you need.
I am about 1/2 through the tail, so I haven't tried all these settings, but
what I have tried works well.
http://www.rvproject.com/20020903.html#flap_hinge
http://www.matronics.com/rv-list/bunnys-guide/rv/bunny/index.html
AN426 Rivets:
Rivet Type Air Pressure Duration
AN426AD3-3 to 3-4 34 psi 1 second
AN426AD3-4.5 to 3.5 37 psi 1 seconds
AN426AD3-6 plus 40 psi 1 seconds
AN426AD4-4 to 4-5 45 psi 1 second
AN426AD4-6 to 4-9 50 psi 1 to 2 seconds
AN470 Rivets:
Rivet Type Air Pressure Duration
AN470AD4-4 to 4-5 60 psi 1 second
AN470AD4-6 to 4-7 60 psi 1 seconds
AN470AD4-8 to 4-9 75 psi 1 seconds
AN470AD4-9 plus 80 psi 1 to 2 seconds
> [Original Message]
> From: <Oldsfolks@aol.com>
> To: <rv-list@matronics.com>
> Date: 9/24/2004 9:35:42 PM
> Subject: RV-List: Re: FNG Questions
>
> --> RV-List message posted by: Oldsfolks@aol.com
>
> I use the tank pressure in my PVC airlines around the shop with a
regulator
> plugged in where I plug in the rivet gun. I have several outlets near my
jig
> so that I can plug my air drill into the line pressure.
> The little regulator on the rivet gun just restricts the flow to change
the
> gun strokes ,as the pressure drops there.
> I use a #2 gun @ 45 PSI on 3/32 and a #4 @ 60 PSI for 1/8. You need
to
> test on scrap for proper pressure settings on your equipment.
>
> Bob Olds RV-4 , N1191X
> A&P , EAA Tech. Counselor
> Charleston,Arkansas
> Real Aviators Fly Taildraggers
>
>
Message 78
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| Subject: | Re: Medical Question... |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 9/24/2004 9:18:50 AM Pacific Daylight Time,
dralle@matronics.com writes:
Okay, while this isn't exactly an RV related question, I couldn't think of
a nicer bunch of guys to ask... :-)
So the doctor says I've got "high blood pressure" and wants to put me on
blood pressure medicine. In the office, I'm about 145/94 which I guess is
on the high side for a 40-year old guy. Anyway, the doctor wrote me a
prescription for "Atenolol", 25mg, once a day.
My question is, will this particular blood pressure medicine be acceptable
with regard to my flight physical (standard 3rd class for Private Pilot)?
If not, what type would be acceptable?
========================================
Matt-
I've been on the same medication and dosage as you since March this year and
it is in fact listed as acceptable on the AOPA site. Isn't getting old a
bitch?
I will go thru all of the recommendations people have made prior to renewing
my Class 3 next June. How's the plane coming?
Gary VanRemortel (RV-6A N1GV O-360-A1A C/S, flying 719 hrs)
Message 79
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| Subject: | Re: Glide Characteristics |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 9/24/2004 8:05:02 AM Pacific Daylight Time,
winterland@rkymtnhi.com writes:
It would sure be fun to find some empty 10,000' strip in the middle of
Kansas to try. It would be a great way to learn about our planes, and put
these questions to rest for real. Anybody for trying to set up such a
group event?
===========================================
Maybe we can badger VanArtsdalen into doing some testing. He's got at least
two things going for him, the old Castle AFB 11,800 ft runway close by and
God on his side. ;o)
I'm close by to Castle also, but still wouldn't want to give Him an
opportunity to whack me down, if he does exist.
Do not archive.
GV (RV-6A N1GV O-360-A1A C/S, flying 719 hrs)
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