Today's Message Index:
----------------------
1. 05:00 AM - Re: coronary trouble (Dale Ensing)
2. 06:16 AM - Re: coronary trouble (Sam Buchanan)
3. 08:57 AM - Re: coronary trouble (Scott)
4. 09:48 AM - Re: coronary trouble (Dale Ensing)
5. 10:14 AM - Re: coronary trouble (Sam Buchanan)
6. 11:49 AM - Re: coronary trouble (Chuck Jensen)
7. 12:26 PM - Re: coronary trouble (Mike Robertson)
8. 12:53 PM - Re: coronary trouble (Mike Robertson)
9. 12:59 PM - Re: coronary trouble (Bob Collins)
10. 01:11 PM - Re: Tail Wheel Lift (HCRV6@comcast.net)
11. 01:57 PM - Re: Re: coronary trouble (rv6n@optonline.net)
12. 02:02 PM - Flap motor problems (Mike Barnard)
13. 02:13 PM - Re: coronary trouble (Michael Hilderbrand)
14. 02:55 PM - Re: coronary trouble (Sam Buchanan)
15. 03:11 PM - Re: coronary trouble (Bob Collins)
16. 03:19 PM - Re: coronary trouble (Bob Collins)
17. 03:24 PM - Re: Re: coronary trouble (Chuck Jensen)
18. 03:38 PM - Re: coronary trouble (Bob Collins)
19. 03:38 PM - Re: Pullable 60 Amp Breaker (FASTPILOTRV8@aol.com)
20. 04:11 PM - Re: coronary trouble (Louis Willig)
21. 04:11 PM - Re: Re: Re: coronary trouble (rv6n@optonline.net)
22. 04:20 PM - Re: coronary trouble (bobperk90658@bellsouth.net)
23. 04:35 PM - Re: coronary trouble (Sam Buchanan)
24. 04:41 PM - Re: coronary trouble (Sam Buchanan)
25. 06:24 PM - Re: Pullable 60 Amp Breaker (Vanremog@AOL.COM)
26. 06:31 PM - Re: Flap motor problems (Dale Walter)
27. 06:54 PM - Need hangar space in Denver Metro area (Corey Crawford)
28. 07:53 PM - Re: Pullable 60 Amp Breaker (Tim Lewis)
29. 08:37 PM - How to buck the aftmost rivets of the inboard flap ribs? (Michael D. Cencula)
30. 08:56 PM - Re: How to buck the aftmost rivets of the inboard flap ribs? (Vanremog@aol.com)
Message 1
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| Subject: | Re: coronary trouble |
Sam,
Your statement below could be a little misleading.
"Since no medical exam is required or specified in the Sport Pilot rule the
FAA can't prevent someone from flying due to medical problems as long as
the pilot hasn't previously failed an FAA medical exam."
Even when flying an LSA and under the Sport Pilot rules, a pilot still must
ground him/her self for any medical reasons that would impair their ability
to control the airplane just as a pilot with an FAA medical would do.
(According to the speaker at a recent AOPA safery meeting.)
> Louis Willig wrote:
>
>> Dr. Katz has stated exactly what crossed my mind when you said you might
>> go the LSA route. Whatever you do, don't talk to the FAA until you
>> absolutely know what your options are. I am pretty certain that the FAA
>> will refuse you for an LSA license if you tell them you have had a heart
>> problem, even if an AME never refused you. This may truly be a case of
>> "don't ask, don't tell."
>
>
> A private pilot doesn't have to "apply" for a LSA (Sport Pilot)
> certificate. The pilot only has to restrict his flying to aircraft that
> meet the LSA standard and fly under Sport Pilot rules. Since no medical
> exam is required or specified in the Sport Pilot rule the FAA can't
> prevent someone from flying due to medical problems as long as the pilot
> hasn't previously failed an FAA medical exam.
>
> Sam Buchanan
>
>
>
Message 2
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| Subject: | Re: coronary trouble |
Dale Ensing wrote:
>
> Sam,
> Your statement below could be a little misleading.
>
> "Since no medical exam is required or specified in the Sport Pilot rule
> the FAA can't prevent someone from flying due to medical problems as
> long as the pilot hasn't previously failed an FAA medical exam."
>
> Even when flying an LSA and under the Sport Pilot rules, a pilot still
> must ground him/her self for any medical reasons that would impair their
> ability to control the airplane just as a pilot with an FAA medical
> would do. (According to the speaker at a recent AOPA safery meeting.)
I don't think the statement is misleading, just a literal representation
of the rule. There is no medical exam or statement of medical
pre-conditions required in the process of getting a Sport Pilot
certificate or flying under Sport Pilot privileges.
You are correct in your statement about self grounding, but the FAA has
no way to enforce or police that requirement under the Sport Pilot rule
since no medical exams are required. Also included in the Sport Pilot
standards is the requirement to possess a valid driver's license. This
supposedly implies some sort of physical capacity but in the real world
probably doesn't mean much of anything since people who are still
ambulatory hardly ever lose a driver's license due to health problems.
Sam Buchanan
Message 3
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| Subject: | Re: coronary trouble |
I would think that a pilot flying under sport pilot rules because of a
previous heart attack would basically self-certify before each flight by
saying "I feel pretty good today, looks like a nice day to go flying"
just as I do with my 3rd class medical. If I don't feel good, I don't
fly and would continue to do that under sport pilot. I've often
wondered what real good is having a 3rd class (or any class for that
metter) medical. I could pass the exam today and tip over tomorrow from
the big one. And when I tip, I could be mowing the yard, watching TV,
reading a book, building on my RV4 or be flying. do not archive
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)
Sam Buchanan wrote:
>
> Dale Ensing wrote:
>
>>
>> Sam,
>> Your statement below could be a little misleading.
>>
>> "Since no medical exam is required or specified in the Sport Pilot
>> rule the FAA can't prevent someone from flying due to medical
>> problems as long as the pilot hasn't previously failed an FAA
>> medical exam."
>>
>> Even when flying an LSA and under the Sport Pilot rules, a pilot
>> still must ground him/her self for any medical reasons that would
>> impair their ability to control the airplane just as a pilot with an
>> FAA medical would do. (According to the speaker at a recent AOPA
>> safery meeting.)
>
>
> I don't think the statement is misleading, just a literal
> representation of the rule. There is no medical exam or statement of
> medical pre-conditions required in the process of getting a Sport
> Pilot certificate or flying under Sport Pilot privileges.
>
> You are correct in your statement about self grounding, but the FAA
> has no way to enforce or police that requirement under the Sport Pilot
> rule since no medical exams are required. Also included in the Sport
> Pilot standards is the requirement to possess a valid driver's
> license. This supposedly implies some sort of physical capacity but in
> the real world probably doesn't mean much of anything since people who
> are still ambulatory hardly ever lose a driver's license due to health
> problems.
>
> Sam Buchanan
>
>
Message 4
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| Subject: | Re: coronary trouble |
Right.. There is no medical exam or statement of medical pre-condition for a
Sport Pilot. But, according to the AOPA speaker at the safety meeting, if
there is a reason for them to look at the pilots credentials (an accident or
incident for example), the FAA will view the pilots knowledge of a
pre-condition in the same way as failing to report the pre-condition on a
medical exam. The Sport Pilot rules don't eliminate that responsibility just
because no medical is required.
Dale Ensing
----- Original Message -----
From: "Sam Buchanan" <sbuc@hiwaay.net>
Sent: Wednesday, November 21, 2007 9:10 AM
Subject: Re: RV-List: coronary trouble
>
> Dale Ensing wrote:
>>
>> Sam,
>> Your statement below could be a little misleading.
>>
>> "Since no medical exam is required or specified in the Sport Pilot rule
>> the FAA can't prevent someone from flying due to medical problems as
>> long as the pilot hasn't previously failed an FAA medical exam."
>>
>> Even when flying an LSA and under the Sport Pilot rules, a pilot still
>> must ground him/her self for any medical reasons that would impair their
>> ability to control the airplane just as a pilot with an FAA medical would
>> do. (According to the speaker at a recent AOPA safery meeting.)
>
> I don't think the statement is misleading, just a literal representation
> of the rule. There is no medical exam or statement of medical
> pre-conditions required in the process of getting a Sport Pilot
> certificate or flying under Sport Pilot privileges.
>
> You are correct in your statement about self grounding, but the FAA has no
> way to enforce or police that requirement under the Sport Pilot rule since
> no medical exams are required. Also included in the Sport Pilot standards
> is the requirement to possess a valid driver's license. This supposedly
> implies some sort of physical capacity but in the real world probably
> doesn't mean much of anything since people who are still ambulatory hardly
> ever lose a driver's license due to health problems.
>
> Sam Buchanan
>
>
>
Message 5
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| Subject: | Re: coronary trouble |
Dale Ensing wrote:
>
> Right.. There is no medical exam or statement of medical pre-condition
> for a Sport Pilot. But, according to the AOPA speaker at the safety
> meeting, if there is a reason for them to look at the pilots credentials
> (an accident or incident for example), the FAA will view the pilots
> knowledge of a pre-condition in the same way as failing to report the
> pre-condition on a medical exam. The Sport Pilot rules don't eliminate
> that responsibility just because no medical is required.
So.....under what FARs do we find details and specifications on what
medically disqualifies a Sport Pilot??
You can look, but you won't find it...... :-)
Sam Buchanan
Message 6
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| Subject: | coronary trouble |
LSA is one of the times that the FAA has broken with tradition and not tried to
keep everyone pressed under their arbitrary thumb...except for the medical denied
versus driver's license absurdity. Hopefully, like any new found freedom,
it will be used carefully and treated with a reasonable degree of respect lest
the FAA said "we thought so" and start pressing with the arbitrary thumb again.
I have to give the FAA their pros in having moved forward (even if they
are mini-steps)with the LSA approach as well as a much improved special medical
issue protocol. The FAA is sometimes tone deaf, but if we holler loud enough....
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Sam Buchanan
Sent: Wednesday, November 21, 2007 1:08 PM
Subject: Re: RV-List: coronary trouble
Dale Ensing wrote:
>
> Right.. There is no medical exam or statement of medical pre-condition
> for a Sport Pilot. But, according to the AOPA speaker at the safety
> meeting, if there is a reason for them to look at the pilots credentials
> (an accident or incident for example), the FAA will view the pilots
> knowledge of a pre-condition in the same way as failing to report the
> pre-condition on a medical exam. The Sport Pilot rules don't eliminate
> that responsibility just because no medical is required.
So.....under what FARs do we find details and specifications on what
medically disqualifies a Sport Pilot??
You can look, but you won't find it...... :-)
Sam Buchanan
Message 7
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| Subject: | coronary trouble |
Guys, Be a little careful with this one. There is a provision in the rule
about self-certifying. If you have knowledge of some medical fact that wou
ld preclude you from flying then you are supposed to ground yourself. I kn
ow what will happen in reality but I still caution you to use some common s
ense.
Mike RobertsonDas Fed
> Date: Tue, 20 Nov 2007 20:21:15 -0600> From: sbuc@hiwaay.net> To: rv-list
@matronics.com> Subject: Re: RV-List: coronary trouble> > --> RV-List messa
ge posted by: Sam Buchanan <sbuc@hiwaay.net>> > Louis Willig wrote:> > > Dr
. Katz has stated exactly what crossed my mind when you said you might > >
go the LSA route. Whatever you do, don't talk to the FAA until you > > abso
lutely know what your options are. I am pretty certain that the FAA > > wil
l refuse you for an LSA license if you tell them you have had a heart > > p
roblem, even if an AME never refused you. This may truly be a case of > > "
don't ask, don't tell."> > > A private pilot doesn't have to "apply" for a
LSA (Sport Pilot) > certificate. The pilot only has to restrict his flying
to aircraft that > meet the LSA standard and fly under Sport Pilot rules. S
ince no medical > exam is required or specified in the Sport Pilot rule the
FAA can't > prevent someone from flying due to medical problems as long as
the pilot > hasn't previously failed an FAA medical exam.> > Sam Buchanan>
========================> >
>
_________________________________________________________________
Your smile counts. The more smiles you share, the more we donate.- Join i
n.
www.windowslive.com/smile?ocid=TXT_TAGLM_Wave2_oprsmilewlhmtagline
Message 8
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| Subject: | coronary trouble |
FAR 67 covers medical issues and has some standards. It may not get specif
ic as there are too many variables but don't say there is nothing.
Mike Robertson
> Date: Wed, 21 Nov 2007 12:07:54 -0600> From: sbuc@hiwaay.net> To: rv-list
@matronics.com> Subject: Re: RV-List: coronary trouble> > --> RV-List messa
ge posted by: Sam Buchanan <sbuc@hiwaay.net>> > Dale Ensing wrote:> > --> R
V-List message posted by: "Dale Ensing" <densing@carolina.rr.com>> > > > Ri
ght.. There is no medical exam or statement of medical pre-condition > > fo
r a Sport Pilot. But, according to the AOPA speaker at the safety > > meeti
ng, if there is a reason for them to look at the pilots credentials > > (an
accident or incident for example), the FAA will view the pilots > > knowle
dge of a pre-condition in the same way as failing to report the > > pre-con
dition on a medical exam. The Sport Pilot rules don't eliminate > > that re
sponsibility just because no medical is required.> > > So.....under what FA
Rs do we find details and specifications on what > medically disqualifies a
Sport Pilot??> > You can look, but you won't find it...... :-)> > Sam Buch
=> > >
_________________________________________________________________
Share life as it happens with the new Windows Live.Download today it's FREE
!
http://www.windowslive.com/share.html?ocid=TXT_TAGLM_Wave2_sharelife_1120
07
Message 9
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| Subject: | Re: coronary trouble |
cjensen(at)dts9000.com wrote:
> LSA is one of the times that the FAA has broken with tradition and not tried
to keep everyone pressed under their arbitrary thumb...except for the medical
denied versus driver's license absurdity. Hopefully, like any new found freedom,
it will be used carefully and treated with a reasonable degree of respect
lest the FAA --
And most people will. But, you know, the same self-certifying position of LSA is
already in the 3rd Class licenses too. You're supposed to evaluate and ground
yourself the moment you become aware of a situation. But nobody does, realistically.
They keep flying -- generally speaking -- until their medical is up.
I mean, really, wasn't it a little embarrassing when Jim Oberstar caught people
lying on their medicals while they were claiming Social Security disability?
Plus, the nature of the beast is folks will try to work around it and cheat and
then somewhere along the line people will get caught -- or die (see RV-10 List
thread) and we'll lose a privilege.
I don't have much hope for LSA. I think the FAA gave us just enough rope to hang
ourselves, figuring that we will.
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147766#147766
Message 10
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Thanks Dave.
--
Harry Crosby
RV-6 N16CX, 420 hours
-------------- Original message ----------------------
From: "David Burton" <d-burton@comcast.net>
>
> Here you go Harry:
>
> http://www.tail-mate.com/
>
> Dave
> RV6
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of HCRV6@comcast.net
> Sent: Tuesday, November 20, 2007 6:22 PM
> To: RV-List
> Subject: RV-List: Tail Wheel Lift
>
>
> Does anyone have the web address for the maker of a slick hoist for lifting
> RV tail wheels? I had the web site address about a year ago but seem to
> have lost it.
>
> --
> Harry Crosby
> RV-6 N16CX, 420 hours
>
>
>
>
>
>
>
>
Message 11
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| Subject: | Re: coronary trouble |
Mike,
Really, what is self-certifying? As the one that started this thread I feel fine
and was even out digging a post hole today and putting up a new mail box.
Granted, I'm not out throwing 50# cement block around all day like when I was
18 but I see no medical reason why I shouldn't be able to jump in the RV and go.
I am just hunting for answers. Is there somewhere in the FARs that says what
medical condition precludes a private pilot from flying an LSA plane? If
I owned one today, I would say I am good to go, and if I did go could the FAA
say I was wrong in making that decision?
I have a lot riding on this medical condition, the RV, the hangar, and vacant land
in an N.C. airpark where I am hoping to start construction next year.
Please let me thank you all for being so kind and open about your own experiences
and knowledge about others that have gone through this. THANK YOU! From what
I have gathered it seems to be that the best route to take for me, is to jump
through all the hoops my cardiologist asks me to and those we know the FAA
will ask for, then possibly have a consultation only meeting with an AME that
has experience with special issues, before having an aviation medical. If we
feel that the special issue is out of the question or if the FAA declines me
,then I will give up flying and sell it all. This is my fourth airplane in the
13 years since I soloed and I don't believe anything is more satisfying than
my RV6. An LSA would not likely keep me happy.
After April of next year the six month wait the FAA requires will be over and I
plan to attack this with everything I've got to make it work. I will provide
a summary of my experience at that time so others who have yet to go through
this will be better prepared. Either I'll be seeing you all at a fly-in or there
will be some really nice assets for sale.
Thanks,
Bob B.
> > > Louis Willig wrote:> > > Dr. Katz has
> stated exactly what crossed my mind when you said you might > >
> go the LSA route. Whatever you do, don't talk to the FAA until
> you > > absolutely know what your options are. I am pretty
> certain that the FAA > > will refuse you for an LSA license if
> you tell them you have had a heart > > problem, even if an AME
> never refused you. This may truly be a case of > > "don't ask,
> don't tell."> > > A private pilot doesn't have to "apply" for a
> LSA (Sport Pilot) > certificate. The pilot only has to restrict
> his flying to aircraft that > meet the LSA standard and fly
> under Sport Pilot rules. Since no medical > exam is required or
> specified in the Sport Pilot rule the FAA can't > prevent
> someone from flying due to medical problems as long as the pilot
> > hasn't previously failed an FAA medical exam.> > Sam
> Buchanan>========================> > >
> _________________________________________________________________
> Your smile counts. The more smiles you share, the more we
> donate. Join in.
> www.windowslive.com/smile?ocid=TXT_TAGLM_Wave2_oprsmilewlhmtagline
Message 12
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| Subject: | Flap motor problems |
All,
The flap motor on my recently completed RV6A stopped working at ~30hrs.
Motor has a 1999 mfg date. First an intermittent fault, then froze with
flaps up Removed the motor cap to find the brushes were caked with grease;
looking at other posts it seems this isn't a new problem. Cleaned, refitted
and checked operation, all fine. Reinstalled into the aircraft and while
the flaps deploy quietly with approx 0.4A load, the motor assy is making a
loud rasping noise when they retract and the current is approx 1A. Removed
the motor for a second time, fully stripped and removed it from the gearbox.
Perfectly clean and brand new appearance, nothing untoward. Reassembled
motor, it's silent when bench-run out of gearbox, and actuation rod can be
pushed in and out, spinning the drive pinion without a problem. Refitted
the motor to the gearbox and had an assistant put a load on the actuator as
it runs out. Rasping noise is back. Silent in the other direction on load.
Hmm. At $320 plus shipping and taxes it's an expensive 'just change it'.
Has anyone else experienced this?
Mike Barnard
G-RVCE, England
17:44
Message 13
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| Subject: | Re: coronary trouble |
I really have a hard time understanding why the FAA makes people jump through hoops
after an MI. I am no expert, but too me the bigger risk is the obese person
with borderline diabetes, who smokes frequently! These are the people they
should be testing!! Someone that just had an MI PROBABLY just got the crap
scared out of him/her and is watching their 6 pretty close.
A friend of mine, going through flight training, had to have a heart cath. Once
revieled to the AME, it was down hill from there. Talk about a LONG process!
1.5 years for all the paper work to go through the system. After he finally
got it, it was time to do the process all over again... I personally do not
trust the system enough! Somehow my paper work would get messed up and I would
receive that big fat DENIAL letter from the guys in OK.
Tell you the truth, ME personally, I would not fight it. I would fly Sport and
not risk the denial. Which I not a gambler, and I probably do not know what I
am talking about any way... :)
Michael Hilderbrand
Derby, Kansas
----- Original Message ----
From: Dale Ensing <densing@carolina.rr.com>
Sent: Wednesday, November 21, 2007 6:58:23 AM
Subject: Re: RV-List: coronary trouble
Sam,
Your statement below could be a little misleading.
"Since no medical exam is required or specified in the Sport Pilot rule the
FAA can't prevent someone from flying due to medical problems as long as
the pilot hasn't previously failed an FAA medical exam."
Even when flying an LSA and under the Sport Pilot rules, a pilot still must
ground him/her self for any medical reasons that would impair their ability
to control the airplane just as a pilot with an FAA medical would do.
(According to the speaker at a recent AOPA safery meeting.)
> Louis Willig wrote:
>
>> Dr. Katz has stated exactly what crossed my mind when you said you might
>> go the LSA route. Whatever you do, don't talk to the FAA until you
>> absolutely know what your options are. I am pretty certain that the FAA
>> will refuse you for an LSA license if you tell them you have had a heart
>> problem, even if an AME never refused you. This may truly be a case of
>> "don't ask, don't tell."
>
>
> A private pilot doesn't have to "apply" for a LSA (Sport Pilot)
> certificate. The pilot only has to restrict his flying to aircraft that
> meet the LSA standard and fly under Sport Pilot rules. Since no medical
> exam is required or specified in the Sport Pilot rule the FAA can't
> prevent someone from flying due to medical problems as long as the pilot
> hasn't previously failed an FAA medical exam.
>
> Sam Buchanan
>
>
>
Message 14
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| Subject: | Re: coronary trouble |
Mike Robertson wrote:
> FAR 67 covers medical issues and has some standards. It may not get
> specific as there are too many variables but don't say there is
> nothing.
Mike, thanks for your input.
Personally, I believe all of us should "self-certify" every time we get
in the plane. However, my response was to Dale who I am convinced
received some info from an misinformed speaker at an AOPA seminar. I am
an AOPA supporter, but if what Dale related was presented at the
seminar, it was contrary to everything the Sport Pilot rule involves
concerning medical conditions.
Even though FAR 67 covers medical issues, there are NO mechanisms in the
Sport Pilot rule (or spelled out elsewhere in FARs) to medically ground
a *Sport Pilot* except for the following reasons:
1) Failure to pass an FAA medical exam
2) Absence of a valid US drivers license
3) Voluntary grounding because the pilot doesn't consider him/herself
fit for flight
One of the main components of the Sport rule was the "drivers license
medical" (vigorously supported by AOPA and EAA). If true that the FAA
can use medical preconditions to prevent flight under Sport Pilot, then
all the "no-medical" components of Sport Pilot can be tossed out the window!
There are no means for the FAA to medically ground a Sport Pilot if none
of the above conditions are present, regardless of what some speaker may
have said at an AOPA seminar. I am confident in this position having
watched and studied the Sport Pilot rule from its earliest days. If
someone can find "chapter and verse" where I am misinformed on this
point, please provide the info so I can be corrected.
Time will tell how all this plays out, whether or not Sport Pilot
survives in its present state. I suspect that if medical conditions
enter the picture, it will be at the hands of the insurance industry who
will refuse to insure pilots who have certain medical histories. At that
point, the FAA won't have to worry itself with instituting medical
requirements for Sport Pilot, the insurance industry will have done it
for them......
Sam Buchanan
Message 15
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| Subject: | Re: coronary trouble |
I think we have to recognize, though, that some people should NOT be flying. I've
just gotten my medical back after a couple of years because of vertigo. I
grounded myself because I recognize that I was a danger not only to myself, but
to every other pilot.
I thought long and hard about not reapplying for a medical when the condition lessened,
and just flying LSA, which still -- to my way of thinking -- would've
violated the spirit of LSA.
I think we like to think of these issues as us against the man. But I know in my
case if I'd kept flying, it'd be me against all the other pilots out there.
In that light, it didn't seem fair to me to use my freedom that way.
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147781#147781
Message 16
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| Subject: | Re: coronary trouble |
One area where this will play itself out, I think, is vision.
I can't see a damned thing without glasses. But I can pass my driver's license
exam in Minnesota with my present vision.
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147782#147782
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| Subject: | coronary trouble |
Bob,
As an additional suggestion, when the cardiologist writes up his
history, evaluation of your stress test and prognosis, make sure you ask
for a draft of the letter for your comments. Then read that letter like
a lawyer. See that the word HISTORY is specifically mentioned in the
correct area of the letter. See that the word EVALUATION is used as a
lead in to his evaluation of the stress test (remember, you must submit
the original EKG tracings, not copies or computer generated samples).
When the cardiologist writes about PROGNOSIS, look at every word and
every phrase. Sometimes, its just as important how you say something as
it is what you say.
If you come up with better phrasing or you would like him to soften some
aspect of the letter, ask to discuss it with him. You don't need to
worry about talking him into something that he doesn't agree with. As a
broad sweeping generalization, a few of the Cardiologists have been
known to have egos of substantial size, so do not be concerned about
intimidating him---won't happen. The real challenge is to cast your
suggestion in such a way that you are asking him for his help rather
than advising him that you think he wrote a crappy letter.
Then, when you are done and have the whole package together ready to
submit...stop. Go back over that FAA letter again; word by word. Have
you included every single thing they asked for? Is the data current
enough to meet their requirements? Have you organized it with a cover
letter that lists each enclosure and how many pages for each enclosure.
I've had instances of Oklahoma loosing 3 submittals of the same data
(4-5 years ago--I believe they are much better now). However, when they
see that you have taken the time and effort to inventory your submittal,
they may feel compelled to be just a little more careful with your
documents because they will have difficulty claiming it was missing.
Why is this scrutiny of your submittal so important? If something is
missing, several weeks later you will get a letter requesting the
missing document. When you then submit it, it gets put in your file and
you go to the back of the queue, thus losing more weeks. Until a couple
years ago, each one of these cycles was 2-3 months. Now they have
reduced it to a few weeks. Much improved but can still eat up a lot of
weeks if you don't do it right the first time.
So, if you haven't caught the hint, be anal about the documents, their
submittal and follow up. It won't guarantee that you will get your
license back in a timely fashion, but to not do so will ensure you
won't!!
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of
rv6n@optonline.net
Sent: Wednesday, November 21, 2007 4:55 PM
Subject: Re: RE: RV-List: coronary trouble
Mike,
Really, what is self-certifying? As the one that started this thread I
feel fine and was even out digging a post hole today and putting up a
new mail box. Granted, I'm not out throwing 50# cement block around all
day like when I was 18 but I see no medical reason why I shouldn't be
able to jump in the RV and go. I am just hunting for answers. Is there
somewhere in the FARs that says what medical condition precludes a
private pilot from flying an LSA plane? If I owned one today, I would
say I am good to go, and if I did go could the FAA say I was wrong in
making that decision?
I have a lot riding on this medical condition, the RV, the hangar, and
vacant land in an N.C. airpark where I am hoping to start construction
next year.
Please let me thank you all for being so kind and open about your own
experiences and knowledge about others that have gone through this.
THANK YOU! From what I have gathered it seems to be that the best route
to take for me, is to jump through all the hoops my cardiologist asks me
to and those we know the FAA will ask for, then possibly have a
consultation only meeting with an AME that has experience with special
issues, before having an aviation medical. If we feel that the special
issue is out of the question or if the FAA declines me ,then I will give
up flying and sell it all. This is my fourth airplane in the 13 years
since I soloed and I don't believe anything is more satisfying than my
RV6. An LSA would not likely keep me happy.
After April of next year the six month wait the FAA requires will be
over and I plan to attack this with everything I've got to make it work.
I will provide a summary of my experience at that time so others who
have yet to go through this will be better prepared. Either I'll be
seeing you all at a fly-in or there will be some really nice assets for
sale.
Thanks,
Bob B.
> > > Louis Willig wrote:> > > Dr. Katz has
> stated exactly what crossed my mind when you said you might > >
> go the LSA route. Whatever you do, don't talk to the FAA until
> you > > absolutely know what your options are. I am pretty
> certain that the FAA > > will refuse you for an LSA license if
> you tell them you have had a heart > > problem, even if an AME
> never refused you. This may truly be a case of > > "don't ask,
> don't tell."> > > A private pilot doesn't have to "apply" for a
> LSA (Sport Pilot) > certificate. The pilot only has to restrict
> his flying to aircraft that > meet the LSA standard and fly
> under Sport Pilot rules. Since no medical > exam is required or
> specified in the Sport Pilot rule the FAA can't > prevent
> someone from flying due to medical problems as long as the pilot
> > hasn't previously failed an FAA medical exam.> > Sam
>
Buchanan>======================
==> > >
> _________________________________________________________________
> Your smile counts. The more smiles you share, the more we
> donate. Join in.
> www.windowslive.com/smile?ocid=TXT_TAGLM_Wave2_oprsmilewlhmtagline
Message 18
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| Subject: | Re: coronary trouble |
cjensen(at)dts9000.com wrote:
>
> So, if you haven't caught the hint, be anal about the documents, their submittal
and follow up. It won't guarantee that you will get your license back
in a timely fashion, but to not do so will ensure you won't!!
>
> Chuck Jensen
>
Also, be sure you don't give the FAA anything they didn't ask for. I threw in an
ECG tracing in a pile of stuff about the vertigo. I thought I'd kill 'em with
paperwork, and they sent a letter back saying I'm good to go on the vertigo,
but now they want a stress test and -- well -- you know the drill because of
what the ECG showed. They apparently didn't know that that issue had been addressed
several years earlier. Stupid delays. So, be sure you don't shoot yourself
in the foot.
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147786#147786
Message 19
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| Subject: | Re: Pullable 60 Amp Breaker |
I had problems blowing the 60 amp circuit breaker in flight only. B&C
suggested I tighten down the screws on the 60 amp circuit breaker and check the
crimps on the 8 ga wire. (Stiffness of the 8ga. wire puts a strain on the
circuit breaker) First screw I turned about a 1/4 turn, second screw turned
about
1/8 of a turn and broke. So I put a new 60 amp breaker in. Went flying
again, blew the 5 amp breaker for the field on the B & C alternator. So I sent
the alternator in to be checked out by B&C. Alternator checked out fine.
Talked with Tim at B&C he suggest there large fuse in line. I installed the
fuse replaced 8ga. with a 6 ga. Cable, now everything is fine.
The first circuit breaker lasted 4 years. Also the placement of the circuit
breaker on my RV8 meant every time I had to add a switch or change something
I was tugging and bending the 8ga. wire hooked up to the circuit breaker.
This probably caused the problem and it could have been in the crimps. Just
remember that is big wire going to a small little screw. I suppose if you hook
the circuit breaker up to a buss strip you wouldn't have the problem I had.
Dane
What problems did you encounter?
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 975 hrs
RV-10 #40059 under construction
FASTPILOTRV8@aol.com wrote:
> For what its worth I just through mine away and went to a fuse from
> B&C . Had to many problems with this breaker. I was on my second
> one in four years.
>
> Dane Sheahen
> RV8a and all Glass
>
>
>
> In a message dated 11/18/2007 8:11:16 P.M. Central Standard Time,
> Tim_Lewis@msm.umr.edu writes:
>
>
> Over the years I've looked without success for a pullable 60 Amp
> breaker. The other day I noticed one in a friend's Glastar (an
> early two-weeks-to-taxi pathfinder). I crawled under the panel,
> jotted down the part number, and found several sources on the
> net. The part number is 413-K14-LN2, made by ETA. I bought one
> from Pacific Coast Avionics (part number "ETA-60". They have a 75
> Amp version, too.
>
> Use with caution, of course. Pulling the breaker when the
> alternator is putting out significant current can ruin the
> alternator (V = L*di/dt, I suppose).
>
>
> --
> Tim Lewis -- HEF (Manassas, VA)
> RV-6A N47TD -- 900 hrs
> RV-10 #40059 under construction
>
>
>
>
> ------------------------------------------------------------------------
> See what's new
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
Message 20
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| Subject: | Re: coronary trouble |
At 09:21 PM 11/20/2007, you wrote:
>
>Louis Willig wrote:
>
>>Dr. Katz has stated exactly what crossed my mind when you said you
>>might go the LSA route. Whatever you do, don't talk to the FAA
>>until you absolutely know what your options are. I am pretty
>>certain that the FAA will refuse you for an LSA license if you tell
>>them you have had a heart problem, even if an AME never refused
>>you. This may truly be a case of "don't ask, don't tell."
>
>
>A private pilot doesn't have to "apply" for a LSA (Sport Pilot)
>certificate. The pilot only has to restrict his flying to aircraft
>that meet the LSA standard and fly under Sport Pilot rules. Since no
>medical exam is required or specified in the Sport Pilot rule the
>FAA can't prevent someone from flying due to medical problems as
>long as the pilot hasn't previously failed an FAA medical exam.
>
>Sam Buchanan
Sam and the List, ( except Mike Robertson)
Please reread my original Post.
No matter how honest or dishonest you want to be about
self-certification of your health, and no matter whether or not a
private pilot needs to "apply" for an LSA certificate, and no matter
whether or not you have been approved or turned down by an AME, and
no matter whether or not you have a valid driver's license ........
The minute you tell the FAA that you have had a heart problem, they
can and probably will put a halt to your flying until you comply with
their requests. You have several options, as has been stated by
others on the list. You can keep quiet, or you can find a competent
AME, and you can and should ask AOPA. But I stand by my statement "
Don't tell the FAA until you absolutely know what your options are."
Sam, you don't have to fail a medical exam to be denied a private or
LSA certificate. All you have to do is accidently or purposely tell
the FAA of an exclusionary problem and you will be "Hooverized".
Louis
Message 21
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| Subject: | Re: coronary trouble |
These are things I needed to know. They get what they want and no more.
Thanks
do not archive
----- Original Message -----
From: Chuck Jensen
Subject: RE: RE: RV-List: coronary trouble
> Bob,
>
> As an additional suggestion, when the cardiologist writes up his
> history, evaluation of your stress test and prognosis, make sure
> you ask for a draft of the letter for your comments. Then read
> that letter like a lawyer. See that the word HISTORY is
> specifically mentioned in the correct area of the letter. See
> that the word EVALUATION is used as a lead in to his evaluation
> of the stress test (remember, you must submit the original EKG
> tracings, not copies or computer generated samples). When the
> cardiologist writes about PROGNOSIS, look at every word and
> every phrase. Sometimes, its just as important how you say
> something as it is what you say.
>
> If you come up with better phrasing or you would like him to
> soften some aspect of the letter, ask to discuss it with him.
> You don't need to worry about talking him into something that he
> doesn't agree with. As a broad sweeping generalization, a few
> of the Cardiologists have been known to have egos of substantial
> size, so do not be concerned about intimidating him---won't
> happen. The real challenge is to cast your suggestion in such a
> way that you are asking him for his help rather than advising
> him that you think he wrote a crappy letter.
>
> Then, when you are done and have the whole package together
> ready to submit...stop. Go back over that FAA letter again;
> word by word. Have you included every single thing they asked
> for? Is the data current enough to meet their requirements?
> Have you organized it with a cover letter that lists each
> enclosure and how many pages for each enclosure. I've had
> instances of Oklahoma loosing 3 submittals of the same data (4-5
> years ago--I believe they are much better now). However, when
> they see that you have taken the time and effort to inventory
> your submittal, they may feel compelled to be just a little more
> careful with your documents because they will have difficulty
> claiming it was missing.
>
> Why is this scrutiny of your submittal so important? If
> something is missing, several weeks later you will get a letter
> requesting the missing document. When you then submit it, it
> gets put in your file and you go to the back of the queue, thus
> losing more weeks. Until a couple years ago, each one of these
> cycles was 2-3 months. Now they have reduced it to a few weeks.
> Much improved but can still eat up a lot of weeks if you don't
> do it right the first time.
>
> So, if you haven't caught the hint, be anal about the documents,
> their submittal and follow up. It won't guarantee that you will
> get your license back in a timely fashion, but to not do so will
> ensure you won't!!
>
> Chuck Jensen
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
> server@matronics.com]On Behalf Of rv6n@optonline.net
> Sent: Wednesday, November 21, 2007 4:55 PM
> To: rv-list@matronics.com
> Subject: Re: RE: RV-List: coronary trouble
>
>
> Mike,
>
> Really, what is self-certifying? As the one that started this
> thread I feel fine and was even out digging a post hole today
> and putting up a new mail box. Granted, I'm not out throwing
> 50# cement block around all day like when I was 18 but I see no
> medical reason why I shouldn't be able to jump in the RV and go.
> I am just hunting for answers. Is there somewhere in the FARs
> that says what medical condition precludes a private pilot from
> flying an LSA plane? If I owned one today, I would say I am
> good to go, and if I did go could the FAA say I was wrong in
> making that decision?
>
> I have a lot riding on this medical condition, the RV, the
> hangar, and vacant land in an N.C. airpark where I am hoping to
> start construction next year.
>
>
> Please let me thank you all for being so kind and open about
> your own experiences and knowledge about others that have gone
> through this. THANK YOU! From what I have gathered it seems to
> be that the best route to take for me, is to jump through all
> the hoops my cardiologist asks me to and those we know the FAA
> will ask for, then possibly have a consultation only meeting
> with an AME that has experience with special issues, before
> having an aviation medical. If we feel that the special issue
> is out of the question or if the FAA declines me ,then I will
> give up flying and sell it all. This is my fourth airplane in
> the 13 years since I soloed and I don't believe anything is more
> satisfying than my RV6. An LSA would not likely keep me happy.
>
> After April of next year the six month wait the FAA requires
> will be over and I plan to attack this with everything I've got
> to make it work. I will provide a summary of my experience at
> that time so others who have yet to go through this will be
> better prepared. Either I'll be seeing you all at a fly-in or
> there will be some really nice assets for sale.
>
> Thanks,
> Bob B.
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> > > > Louis Willig wrote:> > > Dr. Katz has
> > stated exactly what crossed my mind when you said you might >
> >
> > go the LSA route. Whatever you do, don't talk to the FAA until
> > you > > absolutely know what your options are. I am pretty
> > certain that the FAA > > will refuse you for an LSA license if
> > you tell them you have had a heart > > problem, even if an AME
> > never refused you. This may truly be a case of > > "don't ask,
> > don't tell."> > > A private pilot doesn't have to "apply" for
> a
> > LSA (Sport Pilot) > certificate. The pilot only has to
> restrict
> > his flying to aircraft that > meet the LSA standard and fly
> > under Sport Pilot rules. Since no medical > exam is required
> or
> > specified in the Sport Pilot rule the FAA can't > prevent
> > someone from flying due to medical problems as long as the
> pilot
> > > hasn't previously failed an FAA medical exam.> > Sam
> > Buchanan>========================> > >
> > _________________________________________________________________
> > Your smile counts. The more smiles you share, the more we
> > donate. Join in.
> > www.windowslive.com/smile?ocid=TXT_TAGLM_Wave2_oprsmilewlhmtagline
>
>
Message 22
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| Subject: | Re: coronary trouble |
Since I am not a Medical Doctor how can I recognizes when I need to ground my self,
even if there was a list of ailments I am not qualified to diagnose the symptoms
of those maladies. As long as you are able to get to the airplane and
have a valid drivers license, and a pilots license you can climb in and fly. I
think the FAA is admitting that a 3rd class medical is a joke. Don't get me
wrong I would never climb in and take off knowing that I was seriously impaired,
but how many pilots out there in there 50's have clogged arteries and don't
have a clue, or don't want to know because that would cause all sorts of problems
retaining there medical. I think it is better to know and be able to do something
about it, than to die suddenly. The FAA is causing a situatin where sudden
death is more likely to occure in thoes polots that may know somthing is
wrong and are not doing anything about it.
Bob Perkinson
-
> So.....under what FARs do we find details and specifications on what
> medically disqualifies a Sport Pilot??
>
> You can look, but you won't find it...... :-)
>
> Sam Buchanan
>
\
Message 23
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| Subject: | Re: coronary trouble |
Louis Willig wrote:
>
> At 09:21 PM 11/20/2007, you wrote:
>>
>> Louis Willig wrote:
>>
>>> Dr. Katz has stated exactly what crossed my mind when you said you
>>> might go the LSA route. Whatever you do, don't talk to the FAA until
>>> you absolutely know what your options are. I am pretty certain that
>>> the FAA will refuse you for an LSA license if you tell them you have
>>> had a heart problem, even if an AME never refused you. This may truly
>>> be a case of "don't ask, don't tell."
>>
>>
>> A private pilot doesn't have to "apply" for a LSA (Sport Pilot)
>> certificate. The pilot only has to restrict his flying to aircraft
>> that meet the LSA standard and fly under Sport Pilot rules. Since no
>> medical exam is required or specified in the Sport Pilot rule the FAA
>> can't prevent someone from flying due to medical problems as long as
>> the pilot hasn't previously failed an FAA medical exam.
>>
>> Sam Buchanan
>
> Sam and the List, ( except Mike Robertson)
>
> Please reread my original Post.
>
> No matter how honest or dishonest you want to be about
> self-certification of your health, and no matter whether or not a
> private pilot needs to "apply" for an LSA certificate, and no matter
> whether or not you have been approved or turned down by an AME, and no
> matter whether or not you have a valid driver's license ........ The
> minute you tell the FAA that you have had a heart problem, they can and
> probably will put a halt to your flying until you comply with their
> requests. You have several options, as has been stated by others on the
> list. You can keep quiet, or you can find a competent AME, and you can
> and should ask AOPA. But I stand by my statement " Don't tell the FAA
> until you absolutely know what your options are."
>
> Sam, you don't have to fail a medical exam to be denied a private or LSA
> certificate. All you have to do is accidently or purposely tell the FAA
> of an exclusionary problem and you will be "Hooverized".
Louis, I think you are missing the point:
There are no "exclusionary problems" as related to a Sport Pilot
license. I know this is hard to accept given our long experience with
having to satisfy medical requirements for our private and commercial
certificates......but LSA is a totally different animal.
Just when would a potential Sport Pilot "tell" the FAA about his medical
problems? The instructor has no power to ground the student, the check
pilot has no medical jurisdiction to check prior medical issues.....and
there is no AME!!! Even if your AME failed your medical when you applied
for retaining your private ticket, the AME has no jurisdiction over how
you exercise the privileges of Sport Pilot. Hard to believe, but true.
I am speaking in regard to the regulations, not moral responsibility.
Sam Buchanan
Message 24
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| Subject: | Re: coronary trouble |
I wrote:
"Even if your AME failed your medical when you applied for retaining
your private ticket, the AME has no jurisdiction over how you exercise
the privileges of Sport Pilot. Hard to believe, but true."
Please strike that statement, it is confusing to say the least. Typing
fingers got ahead of my brain.
Sorry,
Sam Buchanan
==========
Message 25
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| Subject: | Re: Pullable 60 Amp Breaker |
In a message dated 11/21/2007 3:40:34 P.M. Pacific Standard Time,
FASTPILOTRV8@aol.com writes:
I had problems blowing the 60 amp circuit breaker in flight only. B&C
suggested I tighten down the screws on the 60 amp circuit breaker and check the
crimps on the 8 ga wire. (Stiffness of the 8ga. wire puts a strain on the
circuit breaker) First screw I turned about a 1/4 turn, second screw turned about
1/8 of a turn and broke. So I put a new 60 amp breaker in. Went flying
again, blew the 5 amp breaker for the field on the B & C alternator. So I sent
the alternator in to be checked out by B&C. Alternator checked out fine.
Talked with Tim at B&C he suggest there large fuse in line.
======================================================
Assuming that there is no error in the way your system is wired, a 60 Amp
rated B&C alternator can happily supply somewhat more than 60A during periods
when the battery is run down (and demanding a high charging rate) while at the
same time being asked to power up a lot of greedy on-line accessories.
I have used a nice 70A rated E-T-A pullable circuit breaker (E-T-A P/N
413-K14-LN2-70A) on my 60A B&C since day one and have never had a nuisance trip.
The link for the datasheet is here
_http://www.e-t-a.com/uploads/prodb/D_413_e_A.pdf_ (http://www.e-t-a.com/uploads/prodb/D_413_e_A.pdf)
Even though the photo is incorrect on the Allied website, they claim they
have 19 in stock
_http://www.alliedelec.com/Search/ProductDetail.asp?SKU=677-0287&SEARCH=&ID=&DESC=413%2DK14%2DLN2%2D70A&R=677%2D0287&sid=47437500130F617F_
(http://www.alliedelec.com/Search/ProductDetail.asp?SKU=677-0287&SEARCH=&ID=&DESC
=413-K14-LN2-70A&R=677-0287&sid=47437500130F617F)
Good Luck.
N1GV (RV-6A, Flying 870hrs, O-360-A1A, C/S, Silicon Valley)
**************************************Check out AOL's list of 2007's hottest
products.
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Message 26
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| Subject: | Flap motor problems |
Sounds like the bearing spacers/washers are inadequate on one end in the
motor. Or on the actuator gear. If the motor does not produce bad noise when
removed and operated with pressure applied alternatively to each end or
direction of motor shaft then the problem could be in the mounting of the
actuator gears or thrust washers/spacers. Amazing how those noises can hide.
Dale
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Mike Barnard
Sent: Wednesday, November 21, 2007 4:57 PM
Subject: RV-List: Flap motor problems
All,
The flap motor on my recently completed RV6A stopped working at ~30hrs.
Motor has a 1999 mfg date. First an intermittent fault, then froze with
flaps up Removed the motor cap to find the brushes were caked with grease;
looking at other posts it seems this isn't a new problem. Cleaned, refitted
and checked operation, all fine. Reinstalled into the aircraft and while
the flaps deploy quietly with approx 0.4A load, the motor assy is making a
loud rasping noise when they retract and the current is approx 1A. Removed
the motor for a second time, fully stripped and removed it from the gearbox.
Perfectly clean and brand new appearance, nothing untoward. Reassembled
motor, it's silent when bench-run out of gearbox, and actuation rod can be
pushed in and out, spinning the drive pinion without a problem. Refitted
the motor to the gearbox and had an assistant put a load on the actuator as
it runs out. Rasping noise is back. Silent in the other direction on load.
Hmm. At $320 plus shipping and taxes it's an expensive 'just change it'.
Has anyone else experienced this?
Mike Barnard
G-RVCE, England
20/11/2007 17:44
Message 27
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| Subject: | Need hangar space in Denver Metro area |
Hello all,
I'm looking for hangar space to rent in the Denver Metro area, preferably
Front Range or Rocky Mountain Metro.
If anyone knows of space available please send them my way or let me know so
I can contact them, thanks!
--
Corey Crawford
corey.crawford@gmail.com
Message 28
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| Subject: | Re: Pullable 60 Amp Breaker |
Dane,
Thanks for sharing your experience. I noticed you described the "small
little screw" on the circuit breaker. I wonder if the design has been
changed over the years. The screws on the 60 amp pullable breaker I
bought are 3/16 (AN-3 size). These screws are larger than the screws on
any other breaker on my panel (RV-6A or RV-10).
In any case, based on your insights I'll pay extra attention to
isolating the feed wire to the 60 Amp breaker so I don't stress the
attach point.
Thanks,
Tim Lewis
FASTPILOTRV8@aol.com wrote:
>
> I had problems blowing the 60 amp circuit breaker in flight
> only. B&C suggested I tighten down the screws on the 60 amp circuit
> breaker and check the crimps on the 8 ga wire. (Stiffness of the 8ga.
> wire puts a strain on the circuit breaker) First screw I turned about
> a 1/4 turn, second screw turned about 1/8 of a turn and broke. So I
> put a new 60 amp breaker in. Went flying again, blew the 5 amp
> breaker for the field on the B & C alternator. So I sent the
> alternator in to be checked out by B&C. Alternator checked out fine.
> Talked with Tim at B&C he suggest there large fuse in line. I
> installed the fuse replaced 8ga. with a 6 ga. Cable, now everything is
> fine.
>
>
>
> The first circuit breaker lasted 4 years. Also the placement of the
> circuit breaker on my RV8 meant every time I had to add a switch or
> change something I was tugging and bending the 8ga. wire hooked up to
> the circuit breaker. This probably caused the problem and it could
> have been in the crimps. Just remember that is big wire going to a
> small little screw. I suppose if you hook the circuit breaker up to a
> buss strip you wouldn't have the problem I had.
>
>
>
> Dane
>
>
>
>
>
>
>
>
>
>
> What problems did you encounter?
>
> --
> Tim Lewis -- HEF (Manassas, VA)
> RV-6A N47TD -- 975 hrs
> RV-10 #40059 under construction
>
>
> FASTPILOTRV8@aol.com wrote:
> > For what its worth I just through mine away and went to a fuse from
> > B&C . Had to many problems with this breaker. I was on my second
> > one in four years.
> >
> > Dane Sheahen
> > RV8a and all Glass
> >
> >
> >
> > In a message dated 11/18/2007 8:11:16 P.M. Central Standard Time,
> > Tim_Lewis@msm.umr.edu writes:
> >
> >
> >
> > Over the years I've looked without success for a pullable 60 Amp
> > breaker. The other day I noticed one in a friend's Glastar (an
> > early two-weeks-to-taxi pathfinder). I crawled under the panel,
> > jotted down the part number, and found several sources on the
> > net. The part number is 413-K14-LN2, made by ETA. I bought one
> > from Pacific Coast Avionics (part number "ETA-60". They have a 75
> > Amp version, too.
> >
> > Use with caution, of course. Pulling the breaker when the
> > alternator is putting out significant current can ruin the
> > alternator (V = L*di/dt, I suppose).
> >
> >
> > --
> > Tim Lewis -- HEF (Manassas, VA)
> > RV-6A N47TD -- 900 hrs
> > RV-10 #40059 under construction
> >
> >
> >
> >
> >
> > ------------------------------------------------------------------------
> > See what's ; (And Get Some AWESOME FREE r. u for nbsp;
> -Matt Dralle, List ronics ist - MATRONICS
> WEB FORUMS -
> -> ====================
>
>
>
>
>
> ------------------------------------------------------------------------
> Check out AOL Money & Finance's list of the hottest products
> <http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001>
> and top money wasters
> <http://money.aol.com/top5/general/ways-you-are-wasting-money?NCID=aoltop00030000000002>
> of 2007.
> *
>
>
> *
> ------------------------------------------------------------------------
>
>
Message 29
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| Subject: | How to buck the aftmost rivets of the inboard flap ribs? |
Howdy listers!
Anyone out there come up with a good way of bucking the aftmost rivets
of the inboard flap ribs. There's hardly any room to get a bucking bar
in there.
See: http://www.our7a.com/images/20071121-05-tn.jpg
As a last resort I can always use MK319BS rivets, but I'm hoping to use
solid rivets.
Thanks,
Mike Cencula
Message 30
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| Subject: | Re: How to buck the aftmost rivets of the inboard flap ribs? |
In a message dated 11/21/2007 8:38:58 P.M. Pacific Standard Time,
matronics@cencula.com writes:
Anyone out there come up with a good way of bucking the aftmost rivets
of the inboard flap ribs. There's hardly any room to get a bucking bar
in there.
See: http://www.our7a.com/images/20071121-05-tn.jpg
========================================================
This old chestnut again, huh. Everything old is new again. You can look
back into the dusty old rv-list archives for the endless discussion on this
one. Happy hunting....
N1GV (RV-6A, Flying 870hrs, O-360-A1A, C/S, Silicon Valley)
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