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#21
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Gelcoat repair
On Nov 19, 12:46*pm, Scott Alexander
wrote: Anybody ever use PolyLux? I've used a bunch of their 670 primer and their 300 gloss topcoat. The primer was pretty good but nothing special. I really liked the 300 series, though; it sprayed on nice with a cheapie Harbor Freight touchup gun and 1.4mm nozzle. Their gelcoat for molded parts was pretty good, too. The issue I had in dealing with PolyLux is that they're a small company with little web presence. I haven't worked with them lately, but when I last did there was no catalog of products on the web, and when I needed information I had to actually phone them up. Also, I'd sometimes call and find that what I wanted wasn't in stock and wouldn't be batched for several weeks. Thanks, Bob K. www.hpaircraft.com |
#22
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Gelcoat repair
On Nov 19, 1:46*pm, Bob Kuykendall wrote:
On Nov 19, 12:46*pm, Scott Alexander wrote: Anybody ever use PolyLux? I've used a bunch of their 670 primer and their 300 gloss topcoat. The primer was pretty good but nothing special. I really liked the 300 series, though; it sprayed on nice with a cheapie Harbor Freight touchup gun and 1.4mm nozzle. Their gelcoat for molded parts was pretty good, too. The issue I had in dealing with PolyLux is that they're a small company with little web presence. I haven't worked with them lately, but when I last did there was no catalog of products on the web, and when I needed information I had to actually phone them up. Also, I'd sometimes call and find that what I wanted wasn't in stock and wouldn't be batched for several weeks. Thanks, Bob K.www.hpaircraft.com I use a standard gun with Prestec also, but thin with a slow or medium lacquer thinner. Dupont 3602S is my favorite. The slow thinner lets the finish to flatten out so there's a lot less orange peel. Another trick is to just fog on the first coat and allow it to tack so that the following coats don't run off. I run the paint on the thin side and use multiple lighter coats that tack slightly between coats to build up a flat finish, sometimes as many as 5 or 6 coats. If I have concerns about pot life while spraying I'll store the gun in the fridge between coats. If you're blending into an existing finish extend the spray area a little each time so the thickness tapers out onto the existing gelcoat. At the end of spraying you can fog the feathered edge with thinner only to get it to flatten out. Craig |
#23
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Gelcoat repair
On Nov 19, 6:20*pm, Craig wrote:
On Nov 19, 1:46*pm, Bob Kuykendall wrote: On Nov 19, 12:46*pm, Scott Alexander wrote: Anybody ever use PolyLux? I've used a bunch of their 670 primer and their 300 gloss topcoat. The primer was pretty good but nothing special. I really liked the 300 series, though; it sprayed on nice with a cheapie Harbor Freight touchup gun and 1.4mm nozzle. Their gelcoat for molded parts was pretty good, too. The issue I had in dealing with PolyLux is that they're a small company with little web presence. I haven't worked with them lately, but when I last did there was no catalog of products on the web, and when I needed information I had to actually phone them up. Also, I'd sometimes call and find that what I wanted wasn't in stock and wouldn't be batched for several weeks. Thanks, Bob K.www.hpaircraft.com I use a standard gun with Prestec also, but thin with a slow or medium lacquer thinner. Dupont 3602S is my favorite. *The slow thinner lets the finish to flatten out so there's a lot less orange peel. *Another trick is to just fog on the first coat and allow it to tack so that the following coats don't run off. *I run the paint on the thin side and use multiple lighter coats that tack slightly between coats to build up a flat finish, sometimes as many as 5 or 6 coats. *If I have concerns about pot life while spraying I'll store the gun in the fridge between coats. *If you're blending into an existing finish extend the spray area a little each time so the thickness tapers out onto the existing gelcoat. *At the end of spraying you can fog the feathered edge with thinner only to get it to flatten out. Craig- Hide quoted text - - Show quoted text - Std HVLP gun with 1.8 nozzle for Prestec. Note that excess thinning can increase porisity in finished coats which ain't so good. UH |
#24
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Gelcoat repair
.. Jim, please help me be sure I understand this: The way I read the text of 43.1, it states that part 43 does or does not apply to a certain aircraft depending on the type of airworthiness certificate issued for _that particular aircraft_. But the way you are describing your interpretation, you seem to be saying that 43.1 says that part 43 applies or does not apply to _all aircraft of a particular type_ depending on whether or not the manufacturer has obtained type certification for that aircraft type. Do I understand your interpretation correctly? Thanks, Bob K. Bob - I left out the word "previously" when I copied 43.1 - but it doesn't really change anything, it still means the same. Let's read it again: 43.1applicability reads "This part does not apply to any aircraft for which the FAA has issued an experimental certificate, unless (here's the fun part) the FAA has PREVIOUSLY issued a different kind of certificate for THAT aircraft [Amend #39, eff. 01 SEP 2004]. If your glider was a U.S. TC'd model with a US standard or "other special airworthiness certificate" issued and you somehow got an special airworthiness - experimental certificate for it later, well then part 43 does apply to you... that is - a U.S. Standard Airworthiness Certificate (I should have been more clear in my earlier message). Now, the other important word I re-typed in all caps is the word THAT. In this instance the rule means THAT aircraft right there - not that make, model or series aircraft. This is how the rule actually works. We've actually had applicants in my FSDO apply for an experimental certificate for their very modified Cessna 180 for the purpose of exhibition and racing. If I recall correctly, we sent them over to the MIDO and they got an experimental for R&D instead, but I may be thinking of a different deal involving a PA-12, in any case, part 43 still applied to THAT airplane - not all PA-12's or C-180's. Some gliders are TC'd in other countries, but not in the US (pre-1993 moratorium issue here) but the 43.1 rule does not apply in this case, because it does not have, nor ever had - a US Airworthiness Certificate of any kind (there are a few kinds actually). So the Nimbus can be experimental and part 43 does not apply (unless the Ops Limitations specifically make it apply - that's yet another story). A couple of other examples: The PW-5 first came over as experimental, part 43 does not apply to THOSE original experimental PW-5s because they were born in Poland, exported to the US and never had a US airworthiness certificate. Later, PZL obtained US type certification for the PW-5 and they had standard US airworthiness certs issued to them and voila part 43 now applies to just those TC'd serial numbers that came in after the TC was issued. I believe the 304 was the same thing, originally they all came in experimental. Then they got a TC for the the 304, and if you bought a new 304 that was eligible for type certification in the US, you get a standard airworthiness for it, and part 43 would apply. Or maybe you want to get an experimental for it, if you can get an experimental certificate for a foreign built glider after a US TC has been issued - more power to ya. But I would be surprised if you did. Now, if you somehow talked an FAA inspector into giving you an experimental for YOUR TC'd and PREVIOUSLY standard airworthiness 304, then part 43 would still apply to your glider **that had a previously issued standard airworthiness**. The only reason someone would get an experimental for a previouslt standard glider would be to get out of the annual inspection by and IA requirement, but 43 still applies in that case, so no joy. So, your understanding of the rule is correct - we're just boring the hell out of RAS with this academic discussion is all. This really is academic because I've personally never seen this applied in the case of a glider; I believe the rule exists only to keep the aircraft that are temporarily in experimental R&D or Exp. Show Compliance under part 43 while they fly off the test flight requirements. I'm not allowed to interpret the rules, so it's only my view, if you want a real interpretation, you have to ask the professionals in DC, you can find the link to ask FAA legal a question like this on www.faa.gov. You can also read the FAA Order 8130.2, I think rev. G is now current - but it's damned boring reading;-) and like I said before - it's never really been an issue for any glider I've ever known, just those crazy power pilots!! Sorry if I mislead you earlier, Jim |
#25
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Gelcoat repair
On Nov 19, 6:09*pm, Nimbob wrote:
Bob - I left out the word "previously" when I copied 43.1 - but it doesn't really change anything, it still means the same. Let's read it again... Jim, thanks for taking the time to clarify, I do appreciate it! Bob K. |
#26
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Gelcoat repair
On Nov 19, 6:09*pm, Nimbob wrote:
So, your understanding of the rule is correct - we're just boring the hell out of RAS with this academic discussion is all. This really is academic because I've personally never seen this applied in the case of a glider; I believe the rule exists only to keep the aircraft that are temporarily in experimental R&D or Exp. Show Compliance under part 43 while they fly off the test flight requirements. Sorry if I mislead you earlier, Jim Jim/Bob This is NOT boring for me. It is a subject near and dear to my heart. When I bought my 'Experimental' glider, I had no idea of the ramifications. Knowing what I know now (or believe), I will NEVER own a TC'd glider. Your discussion has clarified/confirmed the conclusion another LVVSA member came to after hours of research. Many Thanks! |
#27
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Gelcoat repair
On Nov 20, 8:33*am, Uncle Fuzzy wrote:
On Nov 19, 6:09*pm, Nimbob wrote: So, your understanding of the rule is correct - we're just boring the hell out of RAS with this academic discussion is all. This really is academic because I've personally never seen this applied in the case of a glider; I believe the rule exists only to keep the aircraft that are temporarily in experimental R&D or Exp. Show Compliance under part 43 while they fly off the test flight requirements. Sorry if I mislead you earlier, Jim Jim/Bob *This is NOT boring for me. *It is a subject near and dear to my heart. *When I bought my 'Experimental' glider, I had no idea of the ramifications. *Knowing what I know now (or believe), I will NEVER own a TC'd glider. *Your discussion has clarified/confirmed the conclusion another LVVSA member came to after hours of research. Many Thanks! I have to echo this as well. I find RAS vastly informative AND entertaining! I also will never own a TC'd glider (again). When the HP-24 is done the plan is for her to be my retirement ship. I'll be able to do all the work myself and stay as far away from the local A&I as I can. Of course I have friends who are A&P's and I will always have a second pair of eyes to look the ship over. Brad |
#28
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Gelcoat repair
On a subject mentioned earlier in this thread, I believe you can
register a TC'ed glider as Experimental. My basis for this conclusion is that many ASW-27s are registered Experimental despite being TC'ed. Also, I once had an LS-3 that was registered Experimental despite being TC'ed. Brad wrote: On Nov 20, 8:33 am, Uncle Fuzzy wrote: On Nov 19, 6:09 pm, Nimbob wrote: So, your understanding of the rule is correct - we're just boring the hell out of RAS with this academic discussion is all. This really is academic because I've personally never seen this applied in the case of a glider; I believe the rule exists only to keep the aircraft that are temporarily in experimental R&D or Exp. Show Compliance under part 43 while they fly off the test flight requirements. Sorry if I mislead you earlier, Jim Jim/Bob This is NOT boring for me. It is a subject near and dear to my heart. When I bought my 'Experimental' glider, I had no idea of the ramifications. Knowing what I know now (or believe), I will NEVER own a TC'd glider. Your discussion has clarified/confirmed the conclusion another LVVSA member came to after hours of research. Many Thanks! I have to echo this as well. I find RAS vastly informative AND entertaining! I also will never own a TC'd glider (again). When the HP-24 is done the plan is for her to be my retirement ship. I'll be able to do all the work myself and stay as far away from the local A&I as I can. Of course I have friends who are A&P's and I will always have a second pair of eyes to look the ship over. Brad |
#29
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Gelcoat repair
I just talked with Suzy out there to order some paint.....now I can't find the phone number that I wrote down. And, I can't find PolyLux anywhere on the internet. Must be a small company. Anybody got the phone number to PolyLux? |
#30
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Gelcoat repair
On Nov 20, 2:00*pm, Greg Arnold wrote:
On a subject mentioned earlier in this thread, I believe you can register a TC'ed glider as Experimental. *My basis for this conclusion is that many ASW-27s are registered Experimental despite being TC'ed. Also, I once had an LS-3 that was registered Experimental despite being TC'ed. Brad wrote: On Nov 20, 8:33 am, Uncle Fuzzy wrote: On Nov 19, 6:09 pm, Nimbob wrote: So, your understanding of the rule is correct - we're just boring the hell out of RAS with this academic discussion is all. This really is academic because I've personally never seen this applied in the case of a glider; I believe the rule exists only to keep the aircraft that are temporarily in experimental R&D or Exp. Show Compliance under part 43 while they fly off the test flight requirements. Sorry if I mislead you earlier, Jim Jim/Bob *This is NOT boring for me. *It is a subject near and dear to my heart. *When I bought my 'Experimental' glider, I had no idea of the ramifications. *Knowing what I know now (or believe), I will NEVER own a TC'd glider. *Your discussion has clarified/confirmed the conclusion another LVVSA member came to after hours of research. Many Thanks! I have to echo this as well. I find RAS vastly informative AND entertaining! I also will never own a TC'd glider (again). When the HP-24 is done the plan is for her to be my retirement ship. I'll be able to do all the work myself and stay as far away from the local A&I as I can. Of course I have friends who are A&P's and I will always have a second pair of eyes to look the ship over. Brad- Hide quoted text - - Show quoted text - My '27, originally licensed Std , is now Ex. UH |
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