Today's Message Index:
----------------------
1. 02:02 AM - Re: RV10-List: Conversion from inches to millibars (Dave & Brenda Emond)
2. 02:53 AM - Re: Re: RV10-List: Conversion from inches to millibars (Mickey Coggins)
3. 04:03 AM - Re: Time in the tanks (Ron Lee)
4. 06:49 AM - Medical question (bertrv6@highstream.net)
5. 07:08 AM - Re: Re: RV10-List: Conversion from inches to millibars (Larry Mac Donald)
6. 07:38 AM - Re: Medical question (Dan Beadle)
7. 07:44 AM - Re: Medical question (Bruce Gray)
8. 07:59 AM - Kens report on exceeding VNE at Alt. (Glen Matejcek)
9. 08:02 AM - CG issues, was Battery on 200 HP Tubro 7A (Glen Matejcek)
10. 08:29 AM - Re: Kens report on exceeding VNE at Alt. (LessDragProd@aol.com)
11. 08:29 AM - RV6a fresh air vents (charles heathco)
12. 08:46 AM - Re: [RV7Yahoo] Re: RV10-List: Conversion from inches to millibars (JohnR)
13. 09:03 AM - Re: Medical question (Chuck Jensen)
14. 10:23 AM - Re: RV6a fresh air vents (Ed Holyoke)
15. 12:02 PM - Re: Medical question (brian olofsson)
16. 12:10 PM - Re: RV6a fresh air vents (LARRY ADAMSON)
17. 12:38 PM - RV List...Re: Fresh Air Vents (Dick DeCramer)
18. 01:30 PM - Re: Medical question (Paul Besing)
19. 03:36 PM - Re: RV6a fresh air vents (Ed Bundy)
20. 09:23 PM - Re: Spraylat removal (Steven DiNieri)
21. 11:01 PM - Re: Kens report on exceeding VNE at Alt. (Jim Oke)
Message 1
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| Subject: | Re: RV10-List: Conversion from inches to millibars |
--> RV-List message posted by: "Dave & Brenda Emond" <d_emond@mweb.co.za>
Can anyone help with the conversion for atmospheric pressure, when
converting from inches to millibars.
Merry Christmas to all.
Dave Emond
RV 10 - busy on canopy
Message 2
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| Subject: | Re: RV10-List: Conversion from inches to millibars |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi Dave,
Go here:
http://www.onlineconversion.com/pressure.htm
and select "inch of mercury [0 C]" in the left box,
and "millibar" in the right box. Should get you
close.
Merry Christmas!
Mickey
> Can anyone help with the conversion for atmospheric pressure, when
> converting from inches to millibars.
>
> Merry Christmas to all.
>
> Dave Emond
> RV 10 - busy on canopy
>
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
do not archive
Message 3
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| Subject: | Time in the tanks |
--> RV-List message posted by: Ron Lee <ronlee@pcisys.net>
>A clock is good. A fuel totalizer is better. Read out the time to
>waypoint on the GPS and compare it to the time till empty on the
>totalizer then subtract 30 or 45 minutes for reserve.
Ed's response to Michael's post is exactly what I do. My RMI engine
monitor gives fuel duration (Time). GPS gives time to destination. As
long as the GPS time to destination is appropriately less than the
engine monitor (fuel totalizer) fuel duration I am fine. Of course my
fuel gauges are fairly accurate and knowing my fuel burn rate at normal
cruise provides the same functionality and cross-check with instruments.
So in a way I actually do use TAS. I just assume that GPS groundspeed
is TAS (zero wind assumption) but do not have to calculate it. My ASI
does not do it like some will.
In 800 hours of flying my RV-6A only once in my recollection have I
needed to land short of my preferred fueling location but even that stop
was a viable option at all points during the flight. Having the fuel totalizer
"TIME TO EMPTY" and GPS time to destination provided clear and
accurate decision-making info.
Bottom line Michael: I agree with you. And Ed.
Ron Lee
Message 4
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| Subject: | Medical question |
--> RV-List message posted by: bertrv6@highstream.net
Hi:
I would like to know if any one, that has been denied the renewal of medical
certificate,has been able to appeal and win? in particular if this is due
to Cardiovascular problem? Or once this happens that is it...
I have tried to get, the exact requirements or minimums that the FAA would
consider acceptable, when referring to Cardio Vascular deficiencies, but
I cannot find such page, on the FAA or even AOPA.
Bert
rv6a.
HAPPY NEW YEAR TO ALL....
Message 5
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| Subject: | Re: RV10-List: Conversion from inches to millibars |
--> RV-List message posted by: Larry Mac Donald <lm4@juno.com>
1 Millibar = 0.01450377 lb.?inch squared
On Sun, 25 Dec 2005 12:00:51 +0200 "Dave & Brenda Emond"
<d_emond@mweb.co.za> writes:
> --> RV-List message posted by: "Dave & Brenda Emond"
> <d_emond@mweb.co.za>
>
>
>
> Can anyone help with the conversion for atmospheric pressure, when
> converting from inches to millibars.
>
> Merry Christmas to all.
>
> Dave Emond
> RV 10 - busy on canopy
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 6
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| Subject: | Medical question |
--> RV-List message posted by: "Dan Beadle" <Dan.Beadle@hq.InclineSoftworks.com>
First, there is a difference between denial and deferral. I have been
deferred. The bottom line is I was grounded.
In deferral, the local AME finds something that he is not happy about -
maybe unsure of his knowledge of the standards. He kicks it upstairs to
Okalahoma City. They review and either issue or deny.
I have had a medical deferred over items that were clearly legal, where
the AME had dated information. For me, it was LASIC - he said I could
never fly again. After several weeks of agony, I had my medical back,
but only due to the proactive efforts of a Senior AME. Having flown for
30 years, I was devastated. Looking back, this was a speed bump.
Denial only comes from Oak City. They are issued after review there.
So they are harder to unwind. Sometimes they are a result of not
providing information they requested. Don't play and they must deny. I
suspect that those are easier to fix. Hypothetical example: you
disclose condition x. They ask for specialist report about x. You don't
send it. So they deny. Give them a satisfactory report and they
probably will issue.
Cardio issues are tougher, but they seem to be issuing after a
reasonable waiting period.
I have marginal high blood pressure. In the old days, I would be
denied. But with medication, my BP is 120/72, well within standards.
They have never denied or deferred me based on that. I have read of
people with bypass surgery being issued medicals after a couple years.
Check out AOPA pages http://www.aopa.org/members/files/medical/cad.html
After 6 months, you can potentially fly after bypass surgery. (This is
about the same time that a cardiologist might clear you to play golf!)
The key is to find a proactive Senior AME who wants to get you flying.
I had a great one who saw his job as keeping me healthy enough to fly.
The guy who caused me trouble saw his job as keeping people out of the
air. I think both agreed that you should be healthy and safe to fly -
but one wanted to help. In the end, he went to bat for me - called
Oklahoma City. But he didn't fudge anything.
Hope this helps. I know how you must feel.
Dan
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
bertrv6@highstream.net
Subject: RV-List: Medical question
--> RV-List message posted by: bertrv6@highstream.net
Hi:
I would like to know if any one, that has been denied the renewal of
medical
certificate,has been able to appeal and win? in particular if this is
due
to Cardiovascular problem? Or once this happens that is it...
I have tried to get, the exact requirements or minimums that the FAA
would
consider acceptable, when referring to Cardio Vascular deficiencies, but
I cannot find such page, on the FAA or even AOPA.
Bert
rv6a.
HAPPY NEW YEAR TO ALL....
Message 7
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| Subject: | Medical question |
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Try these guys.
http://www.aviationmedicine.com/index.cfm?fuseaction=home&navID=1
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
bertrv6@highstream.net
Subject: RV-List: Medical question
--> RV-List message posted by: bertrv6@highstream.net
Hi:
I would like to know if any one, that has been denied the renewal of
medical
certificate,has been able to appeal and win? in particular if this is due
to Cardiovascular problem? Or once this happens that is it...
I have tried to get, the exact requirements or minimums that the FAA
would
consider acceptable, when referring to Cardio Vascular deficiencies, but
I cannot find such page, on the FAA or even AOPA.
Bert
rv6a.
HAPPY NEW YEAR TO ALL....
Message 8
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| Subject: | Kens report on exceeding VNE at Alt. |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Hi All-
Re: Just curious... how many RV accidents have there been that have been
attributed
to flutter?
Well, that's just it. When operating in the regimes that the RV series of
aircraft are limited to by their very design, flutter isn't really an
issue. Putting a turbocharged engine up front opens up new (to the RV
design) regimes and new possibilities, both good and bad.
WRT flutter, and to put it very plainly, what we're talking about is an
effect that can onset very rapidly and violently. It involves the
'springiness' of the airframe and control system, and is quite capable of
causing control surfaces to slam stop-to-stop without deflecting the
cockpit controls. I invite you to chew on that for a second. Now let's
look at the pitch control system. Our elevators have balance weights at
the tips only. How much paint you apply and how well you balance the
surface impact their elasticity and flutter speed. Are your elevator horns
drilled exactly the same? If not, there may be a slight difference in
angle between the two surfaces. Is the bolt joining the horns tight? Worn
a bit? All these things impact flutter resistance and are outside the
control of Van's Aircraft. As such, I would be truly amazed (and buying
the beer!) if anyone ever got the results of any flutter testing or
calculation out of them, other than to offer the ubiquitous 'If you build
and operate it according to our instructions, you'll be fine".
There is an interesting discussion of the topic at
http://www.auf.asn.au/groundschool/flutter.html that might be of interest
that includes the mathematical relationship between Vno, Vne and Vd.
As ever, do not archive this drivel, YMMV, FWIW-
Glen Matejcek
aerobubba@earthlink.net
Message 9
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| Subject: | CG issues, was Battery on 200 HP Tubro 7A |
--> RV-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Thanks Ken; That looks like it.
>Maybe www.safeair1.com?
>
>Ken
Glen Matejcek
aerobubba@earthlink.net
Message 10
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| Subject: | Re: Kens report on exceeding VNE at Alt. |
--> RV-List message posted by: LessDragProd@aol.com
Vne is defined by FAR Part 23 as 90% of the design velocity. (Since only
one person seems to have referenced FAR Part 23 when they called Van's Aircraft
about Ken's RVator article, you can probably guess who that was.) :-)
Vne on the RV-3 is 210 mph ias. You'll have to tell me what Van's Aircraft
has for the other RV models. But I think it is typically 230 mph ias.
Whatever it is, it needs to be placed as a red line at the end of the yellow
arc on your airspeed indicator.
Flutter speed is an unknown. By implication from Ken's RVator article, if
you can achieve Vne at 20,000', you are close to the aircraft flutter speed.
Just my guess.
Regards,
Jim Ayers
In a message dated 12/24/2005 4:34:28 PM Pacific Standard Time,
ogoodwin@comcast.net writes:
--> RV-List message posted by: "Olen Goodwin" <ogoodwin@comcast.net>
I've been following this thread, but may have missed something. My question
is: What is the Vne based on? Flutter or gust loads?
Message 11
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| Subject: | RV6a fresh air vents |
--> RV-List message posted by: "charles heathco" <cheathco@junct.com>
Tweetybird is chilly inside, hot air not sufecient to overcome leaks around the
vent shut off, pluss other drafty openings, such as flap arm openings sucking
air thru. I have considered duct taping over the vent entry, or fabricating some
type of plug, problem being how to secure the latter. Not sure if the tape
would tear off or not, Any suggestions?(I duct tape half the oil cooler intake
in winter to get temp up to norm) Charlie heathco
Message 12
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| Subject: | Re: RE: [RV7Yahoo] Re: RV10-List: Conversion from inches to millibars |
--> RV-List message posted by: "JohnR" <rv7@agfp.com>
Try this
(inHg32) * 33.8639 = (mb)
JohnR
_____
From: Dave & Brenda Emond [mailto:d_emond@mweb.co.za]
Subject: [RV7Yahoo] Re: RV10-List: Conversion from inches to millibars
Can anyone help with the conversion for atmospheric pressure, when
converting from inches to millibars.
Merry Christmas to all.
Dave Emond
RV 10 - busy on canopy
Van's Air Force - World Wide Wing
www.vansaircraft.net
_____
* Visit your group "RV7and7A <http://groups.yahoo.com/group/RV7and7A>
" on the web.
* To unsubscribe from this group, send an email to:
RV7and7A-unsubscribe@yahoogroups.com
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Message 13
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| Subject: | Medical question |
--> RV-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
Bert,
The Medical Appeals Section of the FAA in OK City will handle the
medical appeal. If the AME didn't issue you the Third Degree, ops,
Third Class Certificate on the spot, then he will have sent everything
to OK (which is not to be confused with 'everything is Okay because with
the Medical Appeals Section, thing rarely are organizationally okay',
but I digress). OK should then have sent you a letter requesting
certain medical information, for instance they may request a Maxil
Stress Test with 12 lead, EKG with an interpretive letter from the
attending physician as well as an assessment of your cardio history and
prognosis. They'll also probably want a copy of your hospital records
and who-knows-what-else.
Currently, OK City doesn't even look at Medical Appeals for 90 days;
finally after taking vacation, holidays, sick leave, smoke breaks and
anything else they can possibly think of to extend the delay, they will
look at it and then request additional information. If you start
calling at day 100, then by 110-120, you should be getting a response.
But know this; if you fail to submit a single thing requested, you will
hear a 'GONG' and you will go directly to the FAA Waiting-Jail, do not
pass certificate issuance. For instance, if you submit 'computer
samples' or copies of your EKG test, you lose. They will require
ORIGINAL computer tracings....nothing else. That is the kind of detail
that you have to pay attention to.
About the only good thing I can say about the process is when you fail
to submit the data/documents that should have been included in the
original submittal, you don't go to the back of the 120 day line,
instead you go into the 30-45 day line.
Finally, don't trust doctors, technicians, nurses to put together the
information you need. You must take charge. When the doctor gives you
his evaluation and prognosis letter, READ IT, don't just submit it.
Look at each sentence. Look at the choice of words. If you see
something that can be rephrased or reworded, go back to the doctor and
discuss it with him and explain the situation. He won't lie for you but
he'll accommodate you by putting the information in the best possible
light if he can do so and still feel comfortable about it
professionally. In the end, some of it depends on what the definition
of "is" is.
And, if flying is important to you and you don't belong to the AOPA,
join and access their medical support personnel. It's just another
thing to tilt in your favor. Finally, keep copies of every document, of
every phone call of EVERYthing. Document control in OK is less than
sterling, so be prepared to resubmit any and every thing. Apply the
same detail orientated, focused approach to this Medical Appeals
application that you did to build your plane and you have a reasonable
chance, depending on your fact specific health situation.
Bert, good health and hopefully, good flying.
Chuck Jensen
Hi:
I would like to know if any one, that has been denied the renewal of
medical
certificate,has been able to appeal and win? in particular if this is
due
to Cardiovascular problem? Or once this happens that is it...
I have tried to get, the exact requirements or minimums that the FAA
would
consider acceptable, when referring to Cardio Vascular deficiencies, but
I cannot find such page, on the FAA or even AOPA.
Bert
rv6a.
HAPPY NEW YEAR TO ALL....
Message 14
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| Subject: | RV6a fresh air vents |
--> RV-List message posted by: "Ed Holyoke" <bicyclop@pacbell.net>
Charlie,
You could remove the hose where it attaches to the naca inlet and
tape/plug it up there. Remove tape and put the hose back on when it
warms up.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of charles heathco
Subject: RV-List: RV6a fresh air vents
--> RV-List message posted by: "charles heathco" <cheathco@junct.com>
Tweetybird is chilly inside, hot air not sufecient to overcome leaks
around the vent shut off, pluss other drafty openings, such as flap arm
openings sucking air thru. I have considered duct taping over the vent
entry, or fabricating some type of plug, problem being how to secure the
latter. Not sure if the tape would tear off or not, Any suggestions?(I
duct tape half the oil cooler intake in winter to get temp up to norm)
Charlie heathco
Message 15
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| Subject: | Re: Medical question |
--> RV-List message posted by: brian olofsson <brian060901@yahoo.com>
9 Min. on standard treadmill, Bruce protocol. No signs of significant ischemia.
Normalized B.P./chol/bloodsugar, 6months since last "event" and otherwise normal
exam. The FAA has become much more lenient with this than in the past. I
have had many patients "recertified" after deferred or denied. Now if your problem
is severe cardiomyopathy with markedly decreased ejection fraction or recurrent
arrythmia your chances are poor. Brian Olofsson M.D. AME
bertrv6@highstream.net wrote: --> RV-List message posted by: bertrv6@highstream.net
Hi:
I would like to know if any one, that has been denied the renewal of medical
certificate,has been able to appeal and win? in particular if this is due
to Cardiovascular problem? Or once this happens that is it...
I have tried to get, the exact requirements or minimums that the FAA would
consider acceptable, when referring to Cardio Vascular deficiencies, but
I cannot find such page, on the FAA or even AOPA.
Bert
rv6a.
HAPPY NEW YEAR TO ALL....
---------------------------------
Message 16
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| Subject: | Re: RV6a fresh air vents |
--> RV-List message posted by: "LARRY ADAMSON" <rvhi03@msn.com>
----- Original Message -----
From: charles heathco
Subject: RV-List: RV6a fresh air vents
It seems that with the black plastic eye ball vents I got from Van's, that there
was a recommendation to put a silicone bead against the vent door
But it's been a few years since I looked at the instructions.
Last year I flew in a RV9A with temps of minus 6 degrees F. and the heater vent
barely open. Must have been sealed well, and the canopy was doing a good job
of creating solar heat.
Tweetybird is chilly inside, hot air not sufecient to overcome leaks around the
vent shut off, pluss other drafty openings, such as flap arm openings sucking
air thru. I have considered duct taping over the vent entry, or fabricating some
type of plug, problem being how to secure the latter. Not sure if the tape
would tear off or not, Any suggestions?(I duct tape half the oil cooler intake
in winter to get temp up to norm) Charlie heathco
Message 17
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| Subject: | Re: RV List...Re: Fresh Air Vents |
INNOCENT GLOBAL 0.0000 1.0000 -2.0210
--> RV-List message posted by: "Dick DeCramer" <diesel@rconnect.com>
Charles...
Here is what I have done to my RV6 for Minnesota winter flight. I only
have one year's experience but it has proven okay so far in +17 degree temp
on the ground. My OAT is not functioning but it was colder aloft.
Rear baggage area...bulkhead closure. Corrugations are filled with foam
weather strip material to block air movement from the tailcone which is a
real problem. Tonneau cover over the top opening but no other insulation,
carpet or upholstery here. Flap pushrod holes are as small as possible
with small aluminum extensions on the flaps which cover the holes when
flaps are up.
Wing root...aileron torque tubes have a heavy nylon ripstop cone shaped
sleeve attached to the tube and closing the lightening hole in the fuselage
hole forming a seal.
Sliding canopy..."D" shaped foam gasket around the aft canopy fairings
where the canopy fairing meets the fuselage. Skirts have reinforcing brace
from the inside of the canopy side frame to the bottom of the skirt to
prevent the canopy sides from being spread open by low pressure air moving
around the fuselage. This bracket was not shown on Van's RV6 plans but is
standard now on RV7 canopies and very late RV6 prints. Canopy skirts
extend 3/4" + or - over the fuselage sides from about 6" aft of the
windscreen back to the aft canopy fairing. This is fitted so the last inch
of canopy travel as it is being closed brings the skirt in solid contact
with the fuselage side skin. UHMW tape is used to prevent chaffing.
Surprisingly no leaks have been noticed around the windscreen/canopy joint
and I have no gasket there at all but there is a fairly tight fit.
Cockpit....No sound deadening material at all ( it doesn't appear to sound
any different than those with it when using good headsets) therefore no
insulation value either. I have wall upholstery from the main spar
bulkhead to the baggage area. No flooring or upholstery material forward
of the spar. I have the material and it is one of those things on the "do"
list but now I would rather just fly the airplane rather than work on it.
Heating system...0-320 with Vetterman exhaust with TWO Rick Robins heat
muffs, one on each side. Each with 2" SCAT tubing going to Rick Robins
firewall heat valves, one for the pilot & one for the passenger with
separate heater valve controls. Separate air sources are from the cool
side of the engine baffling and enter the aft side of the muff so air is
pushed forward through the muff before gong to the valves. This slows the
air flow so it heats better...Robins also builds a baffle in the Inlet side
of his muffs for that reason.
Results are good heating with ground temps down to about +15. During flight
the jacket can be unzipped half way and thin gloves may be used and even
removed after everything gets warmed up. Above that the heat can be too
much unless the valves are partially closed. Below +15 the ambient temps
at lower altitudes would be about 0 and the cold sides of the unupholstered
portions of the fuselage near the legs get pretty cold and the heat system
cannot keep up...there is only .032 aluminum between you and the subzero
air! Someday I will put the floor and the rest of the upholstery in but
flying at those temps present other problems such as preheating, preflight
inspections and even getting the aircraft which is all doable but very
uncomfortable for a guy my age of 63. You young guys can fly then but I
would rather stay home. Also bright sun does make heating much easier vs.
cloudy days.
Dick DeCramer
Northfield, MN
N500DD RV6 Slider
100 Hrs plus
diesel@rconnect.com
Message 18
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| Subject: | Re: Medical question |
--> RV-List message posted by: Paul Besing <pbesing@yahoo.com>
My thoughts exactly...very well put, Brian. I didn't
think of severe cardiomyopathy with markedly decreased
ejection fraction.
Merry Christmas!
Paul Besing
do not archive
--- brian olofsson <brian060901@yahoo.com> wrote:
> --> RV-List message posted by: brian olofsson
> <brian060901@yahoo.com>
>
> 9 Min. on standard treadmill, Bruce protocol. No
> signs of significant ischemia. Normalized
> B.P./chol/bloodsugar, 6months since last "event" and
> otherwise normal exam. The FAA has become much
> more lenient with this than in the past. I have had
> many patients "recertified" after deferred or
> denied. Now if your problem is severe cardiomyopathy
> with markedly decreased ejection fraction or
> recurrent arrythmia your chances are poor. Brian
> Olofsson M.D. AME
>
> bertrv6@highstream.net wrote: --> RV-List message
> posted by: bertrv6@highstream.net
>
>
>
> Hi:
>
> I would like to know if any one, that has been
> denied the renewal of medical
> certificate,has been able to appeal and win? in
> particular if this is due
> to Cardiovascular problem? Or once this happens that
> is it...
>
> I have tried to get, the exact requirements or
> minimums that the FAA would
> consider acceptable, when referring to Cardio
> Vascular deficiencies, but
> I cannot find such page, on the FAA or even AOPA.
>
> Bert
>
> rv6a.
>
> HAPPY NEW YEAR TO ALL....
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> ---------------------------------
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
> Admin.
>
>
>
>
>
>
>
>
>
>
Just $16.99/mo. or less.
dsl.yahoo.com
Message 19
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| Subject: | RV6a fresh air vents |
--> RV-List message posted by: "Ed Bundy" <ebundy@speedyquick.net>
I cut a piece of medium density foam (1" thick) in a circle to form a
press-fit into the eyeball vent. When not in use they slip between the vent
and fuselage. Helps a lot.
Making a cockpit-controlled vane to block off the intake of the oil cooler
is nice as well. I have a scat tube feeding the cooler, and I made a
butterfly valve that is in the intake of the scat tube on the baffle.
Cockpit control rotates the valve, and I can set virtually any oil temp I
want with OAT from below 0 to 100+
Ed Bundy
--
Message 20
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| Subject: | Spraylat removal |
--> RV-List message posted by: "Steven DiNieri" <capsteve@adelphia.net>
--> RV-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Usually the problem occurs because the original coat was too thin. Recoat
the spraylat with another 2 thick coats, wait 24 hours for final cure and
remove. The new coat should remove the old one.
Bruce
www.glasair.org
bruce is right on. I removed some 2 year old spraylat with two liberal coats
of new stuff then peel. Whenever I use it now, I mask the boundary so it
doesn't feather near the edge and become a pain to remove. Also I gave up
spraylat brand for borden... yup, I ran out and substituted with some of the
kids elmers glue. Ever since, I buy it at the art supply store for about 20$
a gallon. I'd swear it's the same stuff...just a tad thinner.
Steve DiNieri
N221rv
Message 21
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| Subject: | Re: Kens report on exceeding VNE at Alt. |
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
Common practice on German built composite sailplanes (gliders) is to
provide a Vne as an indicated airspeed for low level use with some
limitation that it is valid to a particular altitude and then tapers off
at a certain percentage per unit of altitude above that. So the placard
might read "149 KIAS to 12,000 ft reducing 1.5% per 1,000 above 12,000
ft". (These numbers for illustration purposes only, of course.) One does
some math to establish Vne's for 15,000 ft, 18,000 ft, etc. and then you
stick a placard with these numbers on it to the side of the cockpit.
Really keen sailplane pilots sometimes add some extra "red line"
markings to their ASIs.
Composite sailplanes are very flexible structure compared to RV class
airplanes and do have flutter situations to be aware of so glider pilots
do pay attention to these things. (I will modestly admit to having been
to 28,000 ft without an engine myself.)
The other option is to spend the extra money for an ASI with a moving
"barber pole" that shows the limiting Vne at the present altitude. To my
knowledge these things use the static pressure input to adjust the
barber pole downwards to reflect a lower Vne IAS at altitude and need
something in the way of an internal cam mechanism to adjust the barber
pole pointer according to some sort of schedule. I think this means that
more than a few "extra" dollars would be involved.
High performance airplanes also get into compressibility effects on the
pitot system and temperature plays a role too. Those who have flown
fighter aircraft will know about going out and trying to "cross the
needles" at low altitude. That's back when I was young and foolish and I
don't do such stuff any more!
Jim Oke
RV-3, RV-6A, ASW-20
Wpg., MB
sportav8r@aol.com wrote:
>--> RV-List message posted by: sportav8r@aol.com
>
>So do I run out and erase the redline marking from my ASI tomorrow? It only displays
IAS and is therefore worthless as an aid to avoiding flutter, no?
>
>Not questioning your explanation of flutter, just the wisdom of painting red lines
on our ASI dials as required by the FAR's.
>
>-Storm
>
>
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