Today's Message Index:
----------------------
1. 03:31 AM - Re: shoulder harness (Steve Glasgow)
2. 05:12 AM - Fw: Fw: The Rutan Space ship (Lenleg@aol.com)
3. 05:41 AM - Re: shoulder harness (Linzel Gray Civ 43 CES/CECP)
4. 05:51 AM - Re: shoulder harness (Wayne Williams)
5. 06:03 AM - Re: shoulder harness (Rad Z)
6. 10:17 AM - Fw: [OhioValleyRVators] OVRVators Formation Clinic (Lenleg@aol.com)
7. 10:33 AM - Re: Fw: [OhioValleyRVators] OVRVators Formation Clinic (Paul D. Franzon)
Message 1
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| Subject: | Re: shoulder harness |
--> RVSouthEast-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
I guess you would say V type. 5 Point anyway.
Steve Glasgow
----- Original Message -----
From: "Rad Z" <microsmurfer@yahoo.com>
Subject: RVSouthEast-List: shoulder harness
> --> RVSouthEast-List message posted by: Rad Z <microsmurfer@yahoo.com>
>
> Hi folks,
>
> Just curious about the shoulder harnesses -- are yours
> V or Y-type? any recommendations for one over the
> other?
>
> Thanks!
> Radomir
>
>
>
> __________________________________
> http://info.mail.yahoo.com/mail_250
>
>
>
>
>
>
Message 2
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| Subject: | Fwd: Fw: The Rutan Space ship |
Talks@matronics.com, about@matronics.com, hormones@matronics.com,
for@matronics.com, human@matronics.com, growth@matronics.com
--> RVSouthEast-List message posted by: Lenleg@aol.com
For us old aviators, not as sophisticated as I thought. Imagine flying ball
and needle at warp 10. I've met Dick Rutan, Burt's older brother who flew
the Voyager around the world without refueling. Dick flew F-100's in Viet=20
Nam and is a typical fighter pilot, "You can tell he's a fighter pilot, but
you can't tell him much."
Subject: Mike Melville - SpaceShipOne--Non FAC
Subject: Mike Melville He gave a 45 minute presentation to the Aircraft
Owners and Pilots Association conference in Long Beach on Thursday, and got a
several-minute standing ovation.
Since he was speaking to pilots, he didn't have to translate for the
"general public" or pull many punches. He spent almost half of his time going
over the flight controls and the entire cockpit layout inside of SpaceShipOne,
explaining how it is flown. I think this is the first time this has been
explained publicly in such detail, and it was amazing. There are actually
four separate flight regimes, and each is flown differently. Just after
launch, it flies like a piper cub, using a joystick and rudder pedals with
mechanical linkages to the controls (no hydraulic assists). When it goes
supersonic, the aerodynamic forces are too high to be able to move the stick,
and
the controls are subject to flutter. So they use an electrically powered
trim system, flown using the "top hat" switch on the joystick and a couple of
grips on the arm rest of the pilot's seat.
(There are backup switches to the left of the instrument panel, which had
to be used on one flight.) This moves the entire horizontal stabilizers,
not just the elevons on the trailing edges. Eventually, they get high enough
and the air gets thin enough that they can again use manual controls, although
the response is totally different than lower down. But that goes away as
they exit the atmosphere; the Reaction Control System nozzles are then used
for maneuvering in space. Coming back down, the pilot has to reverse the
sequence. There is no automated switchover of control systems; the pilot has
to remember to move from one system to the next at the right times.
The rudder pedals are not linked. Each controls one of the two vertical
stabilizer rudders separately. You can push both rudder pedals at the same
time, and get a fairly effective speed brake, with both rudders canted
outward. Push both fully forward and they engage the wheel brakes. But these
are not very effective and are only really useful for steering input during
rollout. The real brake is on the nose skid: a piece of maple wood, with the
grain aligned down the centerline of the airplane. He said it was the most
effective braking material they could find.
Stephen, we talked about G forces on Tuesday, and I got some of it wrong.=20
He says that he gets hit with about 3Gs kicking him backwards as soon as he
lights the rocket motor. He's supersonic within about 9 seconds later.
But he immediately starts to pull up into an almost vertical climb. So he
also gets over 4.3Gs pushing him down into his seat just from that maneuver.
The combined force is "very stressful" and Mike says it's "important not to
black out" at that point. He's going 1880 knots straight up within 70
seconds. On re-entry, the aircraft goes from being absolutely silent while in
space to generating a deafening roar as it hits the atmosphere again. He's
going about Mach 3.2 by that time, and has to survive about 5.5Gs for over=2030
seconds, and lesser G forces for longer than that, as it slows back down.=20
It sounds really intense, both as he explains it and on the radio.
A couple of interesting side notes: SpaceShipOne has a standard "N"
registration number; but it is licensed as an experimental "glider". Apparently
there was a huge bureaucratic hassle trying to license it as a rocket powered
spacecraft, which they just sidestepped by calling it a glider. I asked him if
it had a yaw string; he laughed and said that would have burned off. By the
way, the registration number is N328KF, where 328K is the number of Feet in
100km. (White Knight is N318SL - Burt Rutan's 318th design.)
Mike says that the flight director system (called a TINU) was developed
completely in-house by a couple of 28-year-old programmers, and is absolutely
fantastic to fly. That's why they don't need a yaw string. But I had heard
over the radio that Brian Binnie had re-booted the TINU just before the
landing approach during the X2 flight, and it took quite a while for it to
come back up. So I asked Mike what that was about. He says that during
re-entry, the TINU loses its GPS lock. So it keeps trying to go back to catch
up,
re-interpolate and compensate for the missing data, and this keeps it a
little behind in its actual position calculations. The pilot has no
straight-ahead vision at all, so they have a real issue landing: they can't see
the
runway! The way they do it is to fly directly down the runway at 9000 feet;
then they do a (military style) break and fly a full 360 degree pattern right
to the landing. The TINU gives the pilot a "blue line" to follow and a
target airspeed (which produces a given rate of descent). If the pilot
follows the blue line, right to the break point and through the two 180 degree
turns, it will put him right onto the runway at what ever touchdown point
he selects. But the TINU has to be absolutely current when this is going
on. So at something above 15,000 feet they reboot the TINU and get it
re-synched with the GPS satellites again before setting up for the landing!
He also talked in detail about the rocket motor, and had photos of its
insides after firing. The nozzle throat actually ablates as the motor burns,
enlarging the interior throat diameter as the burn progresses. He described
the problem they had on the June 21 flight: The rocket motor nozzle was skewed
by about =BD degree to one side. This generated a surprisingly high lateral
torque trying to turn the aircraft. If it had been up or down pitch rather
than lateral, the controls could have handled it; but the lateral yawing
forces were too great for Mike to compensate as the atmosphere thinned. The
result was that he was pretty far off course. Mike says he reached apogee,
rolled the spacecraft over, and was surprised to see the Palmdale VOR directly
beneath him. That was
30 miles away from Mojave and a long glide home. He says its amazing how
fast a relatively small deviation can produce large distances when you're
going Mach 3!
For one of the static burn tests, they had fire and safety crews all
standing a mile away, ready to duck if anything went wrong. In the middle of
the
test, Mike and Burt Rutan walked up to the front of the motor assembly and
felt the pressure vessel that contains the N2O. Mike knew he was going to
have this same thing strapped onto his back soon, anyway, and he wanted to
know how much it vibrated, how hot it got, and how loud it was. It was
deafening, literally. It turns out that, with the nozzles they use at high
altitudes, it's actually not that noisy inside the spacecraft. But he still
wears hearing protection.
Scaled Composites seem to have fabricated quite a bit of the rocket motor
themselves, including the N2O tank (which is also the structural core of the
spacecraft) and the nozzle casings. It would be interesting to hear from=20
Michael's friend exactly what parts SpaceDev designed and what they
manufactured.
W. Thomas Wall wtwall@lightview.biz
949-498-3305
From: "Bill C" <WDCANTRELL1@Comcast.net>
Subject: Fw: The Rutan Space ship
----- Original Message -----
From: Ray Hoey
Subject: Fw: The Rutan Space ship
----- Original Message -----
From: gbpilots@att.net
Subject: FW: The Rutan Space ship
-------------- Forwarded Message: --------------
From: "Steve McDonald" <stevemac65@earthlink.net>
To: "USNA65-Open" <USNA65-open@yahoogroups.com>
Subject: The Rutan Space ship
Date: Tue, 30 Nov 2004 20:50:45 +0000
For us old aviators, not as sophisticated as I thought. Imagine flying
ball and needle at warp 10. I've met Dick Rutan, Burt's older brother who flew
the Voyager around the world without refueling. Dick flew F-100's in Viet
Nam and is a typical fighter pilot, "You can tell he's a fighter pilot, but you
can't tell him much."
Subject: Mike Melville - SpaceShipOne--Non FAC
Subject: Mike Melville He gave a 45 minute presentation to the Aircraft
Owners and Pilots Association conference in Long Beach on Thursday, and got
a several-minute standing ovation.
Since he was speaking to pilots, he didn't have to translate for the "general
public" or pull many punches. He spent almost half of his time=20going
over the flight controls and the entire cockpit layout inside of SpaceShipOne,
explaining how it is flown. I think this is the first time this=20has been
explained publicly in such detail, and it was amazing. There are=20actually
four separate flight regimes, and each is flown differently. Just after
launch, it flies like a piper cub, using a joystick and rudder pedals with mechanical
linkages to the controls (no hydraulic assists). When it goes supersonic,
the aerodynamic forces are too high to be able to move the stick, and
the controls are subject to flutter. So they use an electrically powered trim
system, flown using the "top hat" switch on the joystick=20and a couple of
grips on the arm rest of the pilot's seat.
(There are backup switches to the left of the instrument panel, which
had to be used on one flight.) This moves the entire horizontal stabilizers,
not just the elevons on the trailing edges. Eventually, they get high enough
and the air gets thin enough that they can again use manual controls, although
the response is totally different than lower down. But that goes away as they
exit the atmosphere; the Reaction Control System nozzles are=20then used for
maneuvering in space. Coming back down, the pilot has to reverse the sequence.
There is no automated switchover of control systems; the pilot has to
remember to move from one system to the next at the right times.
The rudder pedals are not linked. Each controls one of the two vertical
stabilizer rudders separately. You can push both rudder pedals at the same
time, and get a fairly effective speed brake, with both rudders canted outward.
Push both fully forward and they engage the wheel brakes. But these are
not very effective and are only really useful for steering input during rollout.
The real brake is on the nose skid: a piece of maple wood, with the grain
aligned down the centerline of the airplane. He said it was the most effective
braking material they could find.
Stephen, we talked about G forces on Tuesday, and I got some of it=20wrong.
He says that he gets hit with about 3Gs kicking him backwards as soon
as he lights the rocket motor. He's supersonic within about 9 seconds later.
But he immediately starts to pull up into an almost vertical climb.=20 So
he also gets over 4.3Gs pushing him down into his seat just from that =20maneuver.
The combined force is "very stressful" and Mike says it's "important not
to black out" at that point. He's going 1880 knots straight up within 70 seconds.
On re-entry, the aircraft goes from being absolutely silent while in
space to generating a deafening roar as it hits the atmosphere=20again. He's
going about Mach 3.2 by that time, and has to survive about 5.5Gs for over 30
seconds, and lesser G forces for longer than that, as it slows back down.
It sounds really intense, both as he explains it and on the=20radio.
A couple of interesting side notes: SpaceShipOne has a standard "N" registration
number; but it is licensed as an experimental "glider". Apparently
there was a huge bureaucratic hassle trying to license it as a rocket powered
spacecraft, which they just sidestepped by calling it a glider. I asked him if
it had a yaw string; he laughed and said that would have burned off. By the
way, the registration number is N328KF, where 328K is the number of Feet in
100km. (White Knight is N318SL - Burt Rutan's 318th design.)
Mike says that the flight director system (called a TINU) was developed
completely in-house by a couple of 28-year-old programmers, and is absolutely
fantastic to fly. That's why they don't need a yaw string. But I=20had
heard over the radio that Brian Binnie had re-booted the TINU just before the
landing approach during the X2 flight, and it took quite a while for it to come
back up. So I asked Mike what that was about. He says that during re-entry,
the TINU loses its GPS lock. So it keeps trying to go back to catch up,
re-interpolate and compensate for the missing data, and this=20keeps it a little
behind in its actual position calculations. The pilot has no straight-ahead
vision at all, so they have a real issue landing: they=20 can't see the
runway! The way they do it is to fly directly down the runway at 9000 feet; then
they do a (military style) break and fly a full 360 degree pattern right to
the landing. The TINU gives the pilot a "blue line" to follow and a
target airspeed (which produces a given rate of descent). If the pilot
follows the blue line, right to the break point and through the two 180 degree
turns, it will put him right onto the runway at what ever touchdown point
he selects. But the TINU has to be absolutely current when this is going on.
So at something above 15,000 feet they reboot the TINU and get it re-synched
with the GPS satellites again before setting up for the landing!
He also talked in detail about the rocket motor, and had photos of=20its
insides after firing. The nozzle throat actually ablates as the motor=20burns,
enlarging the interior throat diameter as the burn progresses. He described
the problem they had on the June 21 flight: The rocket motor nozzle was skewed
by about =BD degree to one side. This generated a surprisingly high lateral
torque trying to turn the aircraft. If it had been up or down pitch rather
than lateral, the controls could have handled it; but the lateral yawing
forces were too great for Mike to compensate as the atmosphere thinned. The result
was that he was pretty far off course. Mike says he reached apogee, rolled
the spacecraft over, and was surprised to see the Palmdale VOR directly
beneath him. That was
30 miles away from Mojave and a long glide home. He says its amazing
how fast a relatively small deviation can produce large distances when you're
going Mach 3!
For one of the static burn tests, they had fire and safety crews all standing
a mile away, ready to duck if anything went wrong. In the middle of
the test, Mike and Burt Rutan walked up to the front of the motor assembly and
felt the pressure vessel that contains the N2O. Mike knew he was =20going to
have this same thing strapped onto his back soon, anyway, and he wanted to
know how much it vibrated, how hot it got, and how loud it was. It was deafening,
literally. It turns out that, with the nozzles they use at high altitudes,
it's actually not that noisy inside the spacecraft. But=20he still wears
hearing protection.
Scaled Composites seem to have fabricated quite a bit of the rocket motor
themselves, including the N2O tank (which is also the structural core of
the spacecraft) and the nozzle casings. It would be interesting to hear from
Michael's friend exactly what parts SpaceDev designed and what they manufactured.
W. Thomas Wall wtwall@lightview.biz
949-498-3305
<!-- BEGIN WEBMAIL STATIONERY -->
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----- Original Message -----
From: <A titlerayhoey@comcast.net ">Ray Hoey
Boch ; <A titleaippersbach@comcast.net ">aippersbach@comcast.net ; <A titlebillfurf@aol.com
">bill furfari ; <A titleN73087@aol.com ">Dave Welch ; <A
titleErcoupe372122@aol.com ">Ercoupe372122@aol.com ; <A =20 titleCFILED@aol.com
">henry lederer ; <A titleJJYUROSKO@aol.com ">John Yurosko ; <A titlemarydrescher@yahoo.com
">Mary
Drescher ; <A titlenpiscitelli11@verizon.net ">Nicholas Piscitelli ; <A titlejoecessna72@cs.com
">nick carlucci ; <A titlepaulford@comcast.net ">paul ford
; <A titleroyhorne@gte.net ">Roy Horne ; <A =20titleroedel1330@aol.com
">susan roedel ; <A titledoweswift@msn.com ">werner myer
Subject: Fw: The Rutan Space ship
----- Original Message -----
From: <A titlegbpilots@att.net ">gbpilots@att.net
Subject: FW: The Rutan Space ship
<!-- WEBMAIL STATIONERY noneset -->
--------------
Forwarded Message: --------------
From: "Steve McDonald" stevemac65@earthlink.net
Subject: The Rutan Space ship
<META content"MSHTML 6.00.2900.2523" nameGENERATOR>
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For us old
aviators, not as sophisticated as I thought. Imagine flying ball
and needle at warp 10. I've met Dick Rutan, Burt's older brother
who flew the Voyager around the world without refueling. Dick=20flew
F-100's in <ST1:COUNTRY-REGION w:st"on"><ST1:PLACE w:st"on">Viet
Nam</ST1:PLACE></ST1:COUNTRY-REGION> and is a typical fighter pilot,
"You can tell he's a fighter pilot, but you can't tell
himmuch."
Subject:
Mike Melville - SpaceShipOne--Non FAC
Subject: Mike
Melville He gave a 45 minute presentation to the Aircraft Owners
and Pilots Association conference in <ST1:CITY w:st"on"><ST1:PLACE
w:st"on">Long Beach</ST1:PLACE></ST1:CITY> on Thursday, and got a
several-minute standing ovation.
Since he was speaking to
pilots, he didn't have to translate for the "general public" or
pull many punches. He spent almost half of his time going
over the flight controls and the entire cockpit layout inside=20of
SpaceShipOne, explaining how it is flown. I think this is
the first time this has been explained publicly in such detail,
and it was amazing. There are actually four separate flight
regimes, and each is flown differently. Just after launch,
it flies like a piper cub, using a joystick and rudder pedals=20with
mechanical linkages to the controls (no hydraulic assists).
When it goes supersonic, the aerodynamic forces are too high to be
able to move the stick, and the controls are subject to
flutter. So they use an electrically powered trim system,
flown using the "top hat" switch on the joystick and a couple of
grips on the arm rest of the pilot's seat.
(There are backup
switches to the left of the instrument panel, which had to be used
on one flight.) This moves the entire horizontal
stabilizers, not just the elevons on the trailing edges.
Eventually, they get high enough and the air gets thin enough that they
can again use manual controls, although the response is totally
different than lower down. But that goes away as they exit the
atmosphere; the Reaction Control System nozzles are then used=20for
maneuvering in space. Coming back down, the pilot has to
reverse the sequence. There is no automated switchover of
control systems; the pilot has to remember to move from one system to
the next at the right times.
The rudder pedals are not
linked. Each controls one of the two vertical stabilizer
rudders separately. You can push both rudder pedals at the
same time, and get a fairly effective speed brake, with both
rudders canted outward. Push both fully forward and they
engage the wheel brakes. But these are not very effective
and are only really useful for steering input during
rollout. The real brake is on the nose skid: a piece of maple
wood, with the grain aligned down the centerline of the airplane.
He said it was the most effective braking material they could
find.
Stephen, we talked about G forces on Tuesday, and I
got some of it wrong. He says that he gets hit with about
3Gs kicking him backwards as soon as he lights the rocket
motor. He's supersonic within about 9 seconds later.
But he immediately starts to pull up into an almost vertical
climb. So he also gets over 4.3Gs pushing him down into=20his
seat just from that maneuver. The combined force is "very
stressful" and Mike says it's "important not to black out" at=20that
point. He's going 1880 knots straight up within 70
seconds. On re-entry, the aircraft goes from being
absolutely silent while in space to generating a deafening roar as
it hits the atmosphere again. He's going about Mach 3.2 by that
time, and has to survive about 5.5Gs for over 30 seconds, and lesser G
forces for longer than that, as it slows back down. It
sounds really intense, both as he explains it and on the radio.
A couple of interesting side notes: SpaceShipOne has a
standard "N" registration number; but it is licensed as an experimental
"glider". Apparently there was a huge bureaucratic hassle trying to
license it as a rocket powered spacecraft, which they just sidestepped
by calling it a glider. I asked him if it had a yaw string; he
laughed and said that would have burned off. By the way, the
registration number is N328KF, where 328K is the number of Feet in
100km. (White Knight is N318SL - Burt Rutan's 318th
design.)
Mike says that the flight director system (called
a TINU) was developed completely in-house by a couple of
28-year-old programmers, and is absolutely fantastic to fly.
That's why they don't need a yaw string. But I had heard
over the radio that Brian Binnie had re-booted the TINU just
before the landing approach during the X2 flight, and it took quite
a while for it to come back up. So I asked Mike what that
was about. He says that during re-entry, the TINU loses=20its
GPS lock. So it keeps trying to go back to catch up,
re-interpolate and compensate for the missing data, and this keeps
it a little behind in its actual position calculations.=20The
pilot has no straight-ahead vision at all, so they have a real
issue landing: they can't see the runway! The way they do it
is to fly directly down the runway at 9000 feet; then they do a
(military style) break and fly a full 360 degree pattern right to the
landing. The TINU gives the pilot a "blue line" to follow
and a
target airspeed (which produces a given rate of
descent). If the pilot follows the blue line, right to the
break point and through the two 180 degree turns, it will put=20him
right onto the runway at what ever touchdown point he
selects. But the TINU has to be absolutely current when=20this
is going on. So at something above 15,000 feet they reboot
the TINU and get it re-synched with the GPS satellites again
before setting up for the landing!
He also talked in
detail about the rocket motor, and had photos of its insides after
firing. The nozzle throat actually ablates as the motor burns,
enlarging the interior throat diameter as the burn progresses. He
described the problem they had on the June 21 flight: The rocket motor
nozzle was skewed by about =BD degree to one side. This generated a
surprisingly high lateral torque trying to turn the
aircraft. If it had been up or down pitch rather than
lateral, the controls could have handled it; but the lateral
yawing forces were too great for Mike to compensate as the atmosphere
thinned. The result was that he was pretty far off
course. Mike says he reached apogee, rolled the spacecraft
over, and was surprised to see the Palmdale VOR directly beneath
him. That was
30 miles away from Mojave and a long glide
home. He says its amazing how fast a relatively small deviation
can produce large distances when you're going Mach 3!
For
one of the static burn tests, they had fire and safety crews all
standing a mile away, ready to duck if anything went wrong.
In the middle of the test, Mike and Burt Rutan walked up to the
front of the motor assembly and felt the pressure vessel that
contains the N2O. Mike knew he was going to have this same thing
strapped onto his back soon, anyway, and he wanted to know how
much it vibrated, how hot it got, and how loud it was. It
was deafening, literally. It turns out that, with the
nozzles they use at high altitudes, it's actually not that noisy
inside the spacecraft. But he still wears hearing
protection.
Scaled Composites seem to have fabricated
quite a bit of the rocket motor themselves, including the N2O=20tank
(which is also the structural core of the spacecraft) and the
nozzle casings. It would be interesting to hear from
Michael's friend exactly what parts SpaceDev designed and what
they manufactured.
W. Thomas Wall
wtwall@lightview.biz
949-498-3305
<!-- END WEBMAIL STATIONERY -->
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| Subject: | shoulder harness |
--> RVSouthEast-List message posted by: "Linzel Gray Civ 43 CES/CECP" <Gray.Linzel@pope.af.mil>
I'm using one salvaged from a 1960 Piper Pawnee Ag plane, not sure if
its v or Y.
Gray
-----Original Message-----
From: Rad Z [mailto:microsmurfer@yahoo.com]
Subject: RVSouthEast-List: shoulder harness
--> RVSouthEast-List message posted by: Rad Z <microsmurfer@yahoo.com>
Hi folks,
Just curious about the shoulder harnesses -- are yours
V or Y-type? any recommendations for one over the
other?
Thanks!
Radomir
__________________________________
http://info.mail.yahoo.com/mail_250
Message 4
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| Subject: | shoulder harness |
--> RVSouthEast-List message posted by: "Wayne Williams" <rwayne@gamewood.net>
If I'm understanding you correctly you really want a "V" (2 separate
shoulder buckles). The "Y" is like putting your head through a loop and is
much harder to get out of in an emergency.
Wayne
-----Original Message-----
From: owner-rvsoutheast-list-server@matronics.com
[mailto:owner-rvsoutheast-list-server@matronics.com]On Behalf Of Linzel
Gray Civ 43 CES/CECP
Subject: RE: RVSouthEast-List: shoulder harness
--> RVSouthEast-List message posted by: "Linzel Gray Civ 43 CES/CECP"
<Gray.Linzel@pope.af.mil>
I'm using one salvaged from a 1960 Piper Pawnee Ag plane, not sure if
its v or Y.
Gray
-----Original Message-----
From: Rad Z [mailto:microsmurfer@yahoo.com]
Subject: RVSouthEast-List: shoulder harness
--> RVSouthEast-List message posted by: Rad Z <microsmurfer@yahoo.com>
Hi folks,
Just curious about the shoulder harnesses -- are yours
V or Y-type? any recommendations for one over the
other?
Thanks!
Radomir
__________________________________
http://info.mail.yahoo.com/mail_250
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Message 5
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DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
b=ukBLiR2Wa8KpKMedrmTAap+3bEe8QPIG4Z20OMyfCYxEMKVlQPx2c2szm4iOfXJY98/Bp56BM86dNvHi4Jcv62+gRFyHZcyIr+fYwpmBBaRWRKrYrDAxJwZjqkg/TP7BF3z3vSNpT7QmScMAh3lL0XwZBNNBaVVafZeVCpXflV4=
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| Subject: | shoulder harness |
--> RVSouthEast-List message posted by: Rad Z <microsmurfer@yahoo.com>
Thanks Wayne.. it's these considerations I'm looking
for.
Just to clarify V vs. Y type:
This is Y-type:
http://www.crowenterprizes.com./PAGE%20IMAGES/11125.jpg
V-type is basically the same, except that the shoulder
harnesses meet all the way in the back (near or at)
the bolt-in hardware into a single attach point.
Not sure if this would work:
http://www.crowenterprizes.com./PAGE%20IMAGES/11104.jpg
(it might, if those two harness attach points can be
sandwitched together into Van's harness cable)...
These guys couldn't tell me how thick exactly the
hardware is... they said "around 0.0900.. so
theoretically, might work as cable attach bracket is
3/16")
PS. I'm really after an affordable rotary latch
system... :)
Thanks!
Radomir
--- Wayne Williams <rwayne@gamewood.net> wrote:
> --> RVSouthEast-List message posted by: "Wayne
> Williams" <rwayne@gamewood.net>
>
> If I'm understanding you correctly you really want a
> "V" (2 separate
> shoulder buckles). The "Y" is like putting your head
> through a loop and is
> much harder to get out of in an emergency.
>
> Wayne
__________________________________
http://info.mail.yahoo.com/mail_250
Message 6
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| Subject: | Fwd: [OhioValleyRVators] OVRVators Formation Clinic |
--> RVSouthEast-List message posted by: Lenleg@aol.com
In a message dated 12/3/04 12:22:09 PM Eastern Standard Time,
rgray67968@aol.com writes:
Ohio Valley RVators,
I know we've been real busy lately so I've held off on this
post....but.....drum roll please....here we go:
In consultation with Kahuna (aka Mike Stewart - Team RV) there is a
strong possibility that we will be hosting another RV Formation
Clinic next year.
The clinic would be the same GREAT FORMAT that Team RV has provided
in the past. The training format that Team RV utilizes has proven to
be VERY SAFE and VERY EFFECTIVE for the newbies, intermediates, as
well as the seasoned formation pilots.
-Location will be the Mid Ohio Valley Airport - otherwise known as
PKB (my home airport)
-3 day clinic, arrive Friday-ground school in the early evening, 2 &
3 ship formations all day Saturday with newbies in the right/back
seats of qualified Flight Leads/Wingmen then switching to their
planes, followed by an 'all up' formation for those qualified on
Sunday.
-overnight accomodations at local hotel(s)
-breakfast/lunch at the airport each day, dinner out on the town with
all your RV buds
-fuel discount at PKB
-hangar discount (where available)
-possibility of FFI checkrides (need to confirm this with Stu McCurdy-
Falcon Flight), of course prior arrangements/recommendations would
take place
-new formation pilots MUST attend the ground school to fly and MUST
have all appropriate training manuals....no exeptions....same as last
year.
-Date TBD - we don't want to conflict with Sun 'n Fun...we're looking
at April 1,2,3 April 29,30,31 and May 6,7,8 right now.
Last year we had 51 folks and 38 RV's registered.
But.....before we go too far.....Kahuna and I need to know how much
interest we have in our area this year.
Please reply right here or to my home email if you're SERIOUS about
attending your first....or another NO NONSENSE Team RV Formation
Clinic hosted by the Ohio Valley RVators at PKB. If I start getting
flooded with emails I'll let you know and we'll consider it
a 'go'...then we'll put up the registration and move forward.
It's your call....like I always say 'you snooze....you looze'.
Rick at the Buffalo Farm
by m24.grp.scd.yahoo.com with QMQP; 3 Dec 2004 17:15:45 -0000
by mta3.grp.scd.yahoo.com with SMTP; 3 Dec 2004 17:15:45 -0000
From: "Rick Gray" <rgray67968@aol.com>
List-Unsubscribe: <mailto:OhioValleyRVators-unsubscribe@yahoogroups.com>
Subject: [OhioValleyRVators] OVRVators Formation Clinic
Ohio Valley RVators,
I know we've been real busy lately so I've held off on this
post....but.....drum roll please....here we go:
In consultation with Kahuna (aka Mike Stewart - Team RV) there is a
strong possibility that we will be hosting another RV Formation
Clinic next year.
The clinic would be the same GREAT FORMAT that Team RV has provided
in the past. The training format that Team RV utilizes has proven to
be VERY SAFE and VERY EFFECTIVE for the newbies, intermediates, as
well as the seasoned formation pilots.
-Location will be the Mid Ohio Valley Airport - otherwise known as
PKB (my home airport)
-3 day clinic, arrive Friday-ground school in the early evening, 2 &
3 ship formations all day Saturday with newbies in the right/back
seats of qualified Flight Leads/Wingmen then switching to their
planes, followed by an 'all up' formation for those qualified on
Sunday.
-overnight accomodations at local hotel(s)
-breakfast/lunch at the airport each day, dinner out on the town with
all your RV buds
-fuel discount at PKB
-hangar discount (where available)
-possibility of FFI checkrides (need to confirm this with Stu McCurdy-
Falcon Flight), of course prior arrangements/recommendations would
take place
-new formation pilots MUST attend the ground school to fly and MUST
have all appropriate training manuals....no exeptions....same as last
year.
-Date TBD - we don't want to conflict with Sun 'n Fun...we're looking
at April 1,2,3 April 29,30,31 and May 6,7,8 right now.
Last year we had 51 folks and 38 RV's registered.
But.....before we go too far.....Kahuna and I need to know how much
interest we have in our area this year.
Please reply right here or to my home email if you're SERIOUS about
attending your first....or another NO NONSENSE Team RV Formation
Clinic hosted by the Ohio Valley RVators at PKB. If I start getting
flooded with emails I'll let you know and we'll consider it
a 'go'...then we'll put up the registration and move forward.
It's your call....like I always say 'you snooze....you looze'.
Rick at the Buffalo Farm
Now with Pop-Up Blocker. Get it for free!
Click Here!
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/OhioValleyRVators/
<*> To unsubscribe from this group, send an email to:
OhioValleyRVators-unsubscribe@yahoogroups.com
http://docs.yahoo.com/info/terms/
Message 7
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| Subject: | Fwd: [OhioValleyRVators] OVRVators Formation Clinic |
--> RVSouthEast-List message posted by: "Paul D. Franzon" <paulf@ncsu.edu>
I would be interested.
Paul D. Franzon
RV-4
-----Original Message-----
From: owner-rvsoutheast-list-server@matronics.com
[mailto:owner-rvsoutheast-list-server@matronics.com] On Behalf Of
Lenleg@aol.com
Subject: RVSouthEast-List: Fwd: [OhioValleyRVators] OVRVators Formation
Clinic
--> RVSouthEast-List message posted by: Lenleg@aol.com
In a message dated 12/3/04 12:22:09 PM Eastern Standard Time,
rgray67968@aol.com writes:
Ohio Valley RVators,
I know we've been real busy lately so I've held off on this
post....but.....drum roll please....here we go:
In consultation with Kahuna (aka Mike Stewart - Team RV) there is a
strong possibility that we will be hosting another RV Formation
Clinic next year.
The clinic would be the same GREAT FORMAT that Team RV has provided
in the past. The training format that Team RV utilizes has proven to
be VERY SAFE and VERY EFFECTIVE for the newbies, intermediates, as
well as the seasoned formation pilots.
-Location will be the Mid Ohio Valley Airport - otherwise known as
PKB (my home airport)
-3 day clinic, arrive Friday-ground school in the early evening, 2 &
3 ship formations all day Saturday with newbies in the right/back
seats of qualified Flight Leads/Wingmen then switching to their
planes, followed by an 'all up' formation for those qualified on
Sunday.
-overnight accomodations at local hotel(s)
-breakfast/lunch at the airport each day, dinner out on the town with
all your RV buds
-fuel discount at PKB
-hangar discount (where available)
-possibility of FFI checkrides (need to confirm this with Stu McCurdy-
Falcon Flight), of course prior arrangements/recommendations would
take place
-new formation pilots MUST attend the ground school to fly and MUST
have all appropriate training manuals....no exeptions....same as last
year.
-Date TBD - we don't want to conflict with Sun 'n Fun...we're looking
at April 1,2,3 April 29,30,31 and May 6,7,8 right now.
Last year we had 51 folks and 38 RV's registered.
But.....before we go too far.....Kahuna and I need to know how much
interest we have in our area this year.
Please reply right here or to my home email if you're SERIOUS about
attending your first....or another NO NONSENSE Team RV Formation
Clinic hosted by the Ohio Valley RVators at PKB. If I start getting
flooded with emails I'll let you know and we'll consider it
a 'go'...then we'll put up the registration and move forward.
It's your call....like I always say 'you snooze....you looze'.
Rick at the Buffalo Farm
by m24.grp.scd.yahoo.com with QMQP; 3 Dec 2004 17:15:45 -0000
by mta3.grp.scd.yahoo.com with SMTP; 3 Dec 2004 17:15:45 -0000
From: "Rick Gray" <rgray67968@aol.com>
List-Unsubscribe: <mailto:OhioValleyRVators-unsubscribe@yahoogroups.com>
Subject: [OhioValleyRVators] OVRVators Formation Clinic
Ohio Valley RVators,
I know we've been real busy lately so I've held off on this
post....but.....drum roll please....here we go:
In consultation with Kahuna (aka Mike Stewart - Team RV) there is a
strong possibility that we will be hosting another RV Formation
Clinic next year.
The clinic would be the same GREAT FORMAT that Team RV has provided
in the past. The training format that Team RV utilizes has proven to
be VERY SAFE and VERY EFFECTIVE for the newbies, intermediates, as
well as the seasoned formation pilots.
-Location will be the Mid Ohio Valley Airport - otherwise known as
PKB (my home airport)
-3 day clinic, arrive Friday-ground school in the early evening, 2 &
3 ship formations all day Saturday with newbies in the right/back
seats of qualified Flight Leads/Wingmen then switching to their
planes, followed by an 'all up' formation for those qualified on
Sunday.
-overnight accomodations at local hotel(s)
-breakfast/lunch at the airport each day, dinner out on the town with
all your RV buds
-fuel discount at PKB
-hangar discount (where available)
-possibility of FFI checkrides (need to confirm this with Stu McCurdy-
Falcon Flight), of course prior arrangements/recommendations would
take place
-new formation pilots MUST attend the ground school to fly and MUST
have all appropriate training manuals....no exeptions....same as last
year.
-Date TBD - we don't want to conflict with Sun 'n Fun...we're looking
at April 1,2,3 April 29,30,31 and May 6,7,8 right now.
Last year we had 51 folks and 38 RV's registered.
But.....before we go too far.....Kahuna and I need to know how much
interest we have in our area this year.
Please reply right here or to my home email if you're SERIOUS about
attending your first....or another NO NONSENSE Team RV Formation
Clinic hosted by the Ohio Valley RVators at PKB. If I start getting
flooded with emails I'll let you know and we'll consider it
a 'go'...then we'll put up the registration and move forward.
It's your call....like I always say 'you snooze....you looze'.
Rick at the Buffalo Farm
Now with Pop-Up Blocker. Get it for free!
Click Here!
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/OhioValleyRVators/
<*> To unsubscribe from this group, send an email to:
OhioValleyRVators-unsubscribe@yahoogroups.com
http://docs.yahoo.com/info/terms/
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