ISC   Information Support Concepts, Inc
A Certified Woman Owned Business Enterprise (WBE)

Issue 46

Publisher:  Jack Burlin                                Editor:  Nanci Kindle

April 5, 2009

                          Your success story                Monthly featured product Kevinisms Trivia
Articles of Interest:  What is RoHS? Behind the Power Curve
Back to ISC Main Page

Your Success Story


That KVM switch* is working wonderfully!  It is extremely easy to use and gives us a greater potential to manage other servers.

Thanks for assist.

John Hyde


Editor's note:  * RKP7-U1601E with both DG-100 and DG-100S dongles.


Monthly Featured Product


You can click on this link to see the current weekly product special! 

The RKP-117E (pictured) has been re-designed.

All members of the RKP series now include a 104-key keyboard with number pad, a separate pointing device (trackball or touchpad), and one-man mounting rails.

The RKP series now comes with the new CE-6 cable which works with either USB or P/S2 computers.  It is no longer necessary to request either USB or P/S2 specific cables.

The RKP units have two primary interfaces:  Cat6 or Combo.  Either style uses the CE-6 cable, but any integral KVM would require either more CE-6 cables (for the combo interface), or Cat6 patch cable and dongles (for the Cat6 interface).

As always, ISC personnel are ready to answer your questions, and can confirm what product will work for your specific application. If you have a question, just call us at 800-458-6255.


What is RoHS?
What does it mean?


What is RoHS?

Working in partnership with the policy lead at BERR (The Department for Business, Enterprise & Regulatory Reform), NWML is the UK Enforcement Authority for the Restriction of the Use of Certain Hazardous Substances in Electrical and Electronic Equipment Regulations 2008 (the “RoHS Regulations”). These Regulations implement EU Directive 2002/95 which bans the placing on the EU market of new electrical and electronic equipment containing more than agreed levels of lead, cadmium, mercury, hexavalent chromium, polybrominated biphenyl (PBB) and polybrominated diphenyl ether (PBDE) flame retardants.

Manufacturers need to understand the requirements of the RoHS Directive to ensure that their products, and their components, comply.

If you would like to download a copy of the RoHS Enforcement leaflet that covers information on the service we provide then please either:
Click here (tri-fold leaflet) Or Click here (single pages leaflet)


The RoHS Directive and the UK RoHS regulations came into force on 1 July 2006.
The RoHS Directive is an Article 95 single market directive.

END of First Year REPORT

Please click here to download a copy of the report detailing the activities of the RoHS Enforcement Body over the first year of operation.


Enforcing RoHS

The National Weights and Measures Laboratory (NWML) has been awarded the contract to set up the UK’s national RoHS enforcement body.  We are now delivering RoHS enforcement since the regulations were fully implemented on the 1st July 2006. 

We have developed this website to provide you with information and help associated with RoHS compliance and enforcement. This includes a web version of the decision tree we intend to use, an FAQ section which we are continually updating as your enquiries come to us, and a list of other useful resources that are available to you in our links section.

If you are hosting events relating to RoHS enforcement and would like input from us, please contact us to discuss.  We would like to support as many targeted events in the EEE sector as we can.


ISC provides a wide range of RoHS compliant products. 


A Kevinism is a funny or intriguing statement or idea from our Vice President of Sales, Kevin Hunt.  Kevin is a big fan of Sandra Bullock, Pizza Inn black olive pizza, The Washington Redskins, and Dr. Pepper (not necessarily in that order).  He is not a big fan of Chinese food, seafood, or other types of "dead" stuff.

Sometimes Kevin likes to make bold statements.  Usually without thinking about it, but bold none the less.  See the March newsletter for another example.  Here is a newer rendition:

“You can't have a border without a surveyor.”

I said that I disagreed with this statement, as there clearly were borders long before there were surveyors.

Kevin responded by saying, "Well you didn't ask me to qualify it."

So I asked how he wanted to qualify it.  We had been talking about the border between Mexico and the US, but he said he meant between states.  I pointed out our discussion on Mexico and he finally conceded that he meant countries too.

So my contention that borders existed long before surveyors still stands.  In addition, are there no places in the world where borders are determined wholly by geography?  There certainly are.  Is there any reason to survey the borders of a country like Iceland or Puerto Rico?

What about a situation like Hawaii?  Kilauea is an active volcano, and every day more lava gets deposited on the big island of Hawaii.  The island is in fact growing daily, yet it is not hard to see where the island stops and the ocean begins.  Do they really need to survey the border every day?  If they don't survey it daily, does that mean no one knows where the island's border is?

I think not, but welcome your comments.


ISC can help with any infrastructure issues related to disaster recovery or remote data centers.  Call
800-458-6255 to talk to your account representative.

Behind the Power Curve
What does it mean?

Many people have heard the expression "behind the power curve" but few know the origin.  It is recognized as a place you don't want to be, but most people don't understand where it comes from or why it is meaningful.  Fortunately, you have me to tell you.

First of all, what is a power curve?  Well, you can look at the drawing to the lower right to see a typical power curve for an airplane in flight.  Power curves are also called lift/drag curves.  They plot the two types drag an airplane is subjected to as the airplane's speed varies.

In level flight at a constant speed an airplane is being acted on by four forces:  lift, drag, thrust, and gravity.  In level flight at a constant speed lift = gravity and drag = thrust.

The lift/drag or power curve is actually a family of curves that are often displayed on the same graph.  The additional variables are usually weight and altitude.  As the weight of the airplane increases the total lift varies with it so that you get a series of "U" shaped curves, one above the next.  However, for a specific weight at a known altitude, you would get a single curve like that shown at the right.  Other curves of similar shape represent the airplane in different configurations like take-off and landing (with the landing gear and flaps down), but all the families of curves have the same "U" shape.

What the curve shows is that there are two types of drag on an airplane:  induced drag and parasite drag.  In the drawing, the parasite drag is shown as form drag.  These two types of drag represent the two types of airflow across the airplane's structure.  Induced drag is the result of the wings of the airplane creating lift.  The more lift the more induced drag.  Induced drag is more important at low speeds where the wings must create the most lift to get the airplane flying.  At high speeds the wings still need to create lift, but now all the molecules of air smashing into the rest of the airplane (fuselage, tail, engines, etc) are trying to slow the airplane down.  Wind resistance is another way to think of this, and the faster you go the higher it gets.

So the lift/drag curve adds up both types of drag and creates a U shaped curve where the lowest point is called L/Dmax (or maximum lift over drag).  Where the low point of the curve represents an airspeed, this the speed you need to be flying at to achieve the most lift for the least drag.  This is typically the airspeed an airplane maintains when it is coming in for a landing.

Most airplanes when landing will fly down near the runway at the L/Dmax speed, and just before landing they will level off or "flare" the landing.  This flare allows additional airspeed to bleed off before the airplane touches down on the runway, and also makes for a softer landing.  L/Dmax is also important because if the airplane gets into trouble it is easier to recover.  Adding power at this point increases your airspeed (when in level unaccelerated flight).  Another way to think of it is adding power moves you to the right and up along the curve.  As you continue to accelerate the parasite drag increases and it takes more and more power to maintain level flight at the higher speed.

OK, so flying around at L/Dmax is a pretty comfortable place to be.  But what happens if you try to slow down?  Well, as you slow down you start moving up and to the left on the curve.  The slower you go in level flight the more the induced drag builds up, and the more and more power it takes to maintain level flight.  So get this, once you move to the left of L/Dmax it takes more power to fly slower!

So to fly slower takes more power, thus more noise for the people around the airport, more fuel consumption, less efficiency, and more importantly, less margin for error.

Eventually, if you continue to fly slower and slower you will reach the point where there is no more excess power available.  The throttle(s) will be at their maximum point and there is no way to fly slower.  In fact, at this point the only way the airplane can accelerate and start moving back to the right along the curve is to sacrifice altitude for airspeed. 

Remember this whole discussion has been based on "level flight."  Airplanes at high altitude can easily trade altitude for airspeed.  This is not so easily done near the ground (like when you are trying to land), as there is not much altitude to sacrifice.

 So being behind the power curve - actually to the left of L/Dmax - is a bad place to be.  You need more power to fly out of a problem, and when your excess power is gone you must sacrifice a very limited resource in order to accelerate back into a safe condition.  Not good when you are close to the ground.

Here's hoping you never get very far behind the power curve.

  Thanks for reading, and I hope you enjoyed this month's newsletter. 
Please direct your comments to Jack Burlin.


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Trivia Question

Q:  Inspector Clouseau (played by Peter Sellers) imagined himself to be like the Green Hornet, even to the extent of having Cato as an assistant.  What did he name his special crime fighting car in the 1978 film, Revenge of the Pink Panther?

All correct answers will be placed into a pool for a random drawing at the end of the month.  The winner will receive a free roll of velcro, plus free ground shipping. Send your answers to: Jack Burlin

See next month's newsletter for the winner and the correct answer.

Answer from March's Newsletter.

Q:  Bruce Lee (of Kung Fu movie fame) and Burt Kwouk are both Asian film actors.  What role do they have in common?

 A:  They both played Kato.  Bruce Lee was the assistant of the Green Hornet.  Burt Kwouk was the man-servant of Inspector Clouseau.  Burt's character changed the spelling of the name to Cato after the first Pink Panther movie.

The winner was Brian West.  Congratulations!


                                       Typical Lift/Drag Curve

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