Return-Path: Sender: (Marvin Kaye) To: lml Date: Sat, 06 Jul 2002 16:58:17 -0400 Message-ID: X-Original-Return-Path: Received: from imo-r02.mx.aol.com ([152.163.225.98] verified) by logan.com (CommuniGate Pro SMTP 4.0b4) with ESMTP id 1620169 for lml@lancaironline.net; Sat, 06 Jul 2002 16:52:21 -0400 Received: from JIMRHER@aol.com by imo-r02.mx.aol.com (mail_out_v32.21.) id q.71.21eec142 (4421) for ; Sat, 6 Jul 2002 16:52:19 -0400 (EDT) From: JIMRHER@aol.com X-Original-Message-ID: <71.21eec142.2a58b283@aol.com> X-Original-Date: Sat, 6 Jul 2002 16:52:19 EDT Subject: Carbon vs. e-glass X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Mailer: AOL 7.0 for Windows US sub 10509 Very interesting information. I have some small input on the subject. I have a newly completed L4P that was done using Carbon everywhere. All seams, firewall noise wheel well, Cowlings, noise gear doors, wing ribs, AND wing fillets. As it turns out the wing fillets were a mistake because this is a place where you need flexibility. After several high altitude fights were I saw up to 5.2 psi one fillet cracked from the fuselage blowing out about 1/4 to 3/8 of an inch toward the wing and the fillet must flex to take up that movement. Fiberglass is better used in this application. I now have a crack in the paint next to the bonded joint where it should flex. Every material has it's place. Jim Hergert N6XE, "An Sex Y" L4P 103 hrs.