Today's Message Index:
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1. 12:00 PM - a list with safety improvements (Raimo Toivio)
2. 12:58 PM - Re: a list with safety improvements (Frans Veldman)
3. 02:19 PM - Re: a list with safety improvements (Karl Heindl)
Message 1
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| Subject: | a list with safety improvements |
Frans and all,
that was a very good idea! A total life saver!
Maybe we can assemble a list with safety improvements so everyone can
> benefit from it. There are probably some things I have overlooked as
> well. I must assume there are more people on this list who are concerned
> about safety.
I start and list some improvements so far - Frans please continue it - and all
of you!
1) Safety belts
- do not use types which formulate loops (weight penalty none)
- make modified upper fixing points (weight penalty around 200 grams I assume,
that could be also a mod "lenghtened and foldable headrest", which I will incorporate)
2) Fuel systems
- routing outside the cabin (weight penalty none or some)
- return line with one-way-valve or emergency off-selector (weight penalty few
hundred grams)
- do not use original glass fuel filters (weight penalty none or even less)
- consider the safety of sight gauge and its location (weight penalty none)
( I have it but between the seats and it is calibrated only to use when on the
ground and taxi-position)
- have a fuel warning /gauge/pressure gauge /computer (weight penalty 100grams
to 1 kg)
3) Doors
- use unintentioned opening guards and secure them with pip-pins to levers (weight
penalty 100 grams)
- instal serial connected micro switches w warning lights behind shoot bolts (weight
penalty 200 grams)
4) Cowlings
- do not make those little oil/water check doors - so you have to take whole upper
cowling away and see and check same time much much more (weight penalty none,
use cam locks or equal - so it is pleasure to open so often you like - I do
it every 5 flight hrs)
> I'm also sceptical about the recommendation to connect the trim directly
> to the battery instead of after the master switch. Oh yeah, go ahead and
> also connect the stall warner before the master switch, as the manual
> suggests. There are probably some more things worth keeping when the
> master switch is off. And then, when you need to make an emergency crash
> landing, you are sitting in an airplane with fuel behind your back, and
> a lot of live wires running over the entire length of the aircraft which
> you can't switch off...
5) Electrics
- use two serial connected master switches; so called panel mstr leaves juice for
trim, stall warner, charging for emergency batteries, clocks, burglar alarms,
horns, convenience lights AND an engine starter - total master cuts everything
(weight penalty none, normally my total master is always on, I close it only
during longs stays over two weeks or just before possible crash I wish, panel
mstr switch uses light weight 40A relay which uses only few milliamperes, total
mstr switch is mechanical with "a key" and uses 0 amperes)
6) Cockpit equipments
- have a carbon monoxide detector (weight penalty 20 grams)
- have a Halon fire extinguisher (weight penalty 1 kg, must be Halon only)
- have a personal locater beacon with gps (weight penalty 200 grams)
- have a stall warner or AoA indicator (weight penalty 200 grams or more
7) Outside equipments
- have at least strobes (weight penalty around 500 grams)
I am sure this list could be endless. I wrote this in few minutes. It is interesting
- many improvements weight penalty is nothing or only few grams.
Lets keep it only in the class "a life saver list" - not a toy list.
I remember they say in the Manual "flying itself is safe but it is unforgiving
for mistakes". Lets give for us some more chances.
Raimo OH-XRT
----- Original Message -----
From: "Frans Veldman" <frans@paardnatuurlijk.nl>
Sent: Monday, November 16, 2009 8:07 PM
Subject: Re: Europa-List: PH-DIY
>
> Raimo Toivio wrote:
> > "We tested the original harness, but we found that if we would
> > ever end up inverted, or would have to ditch, it would be possible to get
> > entangled in it. The new harness has no loops or anything
> > that can trap you when you are in a disoriented situation and are in a
> > hurry to get out."
> >
> > You are only one (w me) I know who has reacted because of this potential risk.
>
> There are more potential risks that could easily be avoided.
>
> What about routing fuel lines through the cabin, so that if there is a
> leak the foot bath in front of the seat fills with fuel. Or using a fuel
> return line without a one-way valve, so when the line breaks all the
> fuel will drain into the fuselage, regardless of the setting of the fuel
> selector.
>
> I'm also sceptical about the recommendation to connect the trim directly
> to the battery instead of after the master switch. Oh yeah, go ahead and
> also connect the stall warner before the master switch, as the manual
> suggests. There are probably some more things worth keeping when the
> master switch is off. And then, when you need to make an emergency crash
> landing, you are sitting in an airplane with fuel behind your back, and
> a lot of live wires running over the entire length of the aircraft which
> you can't switch off...
>
> Maybe we can assemble a list with safety improvements so everyone can
> benefit from it. There are probably some things I have overlooked as
> well. I must assume there are more people on this list who are concerned
> about safety.
>
> Frans
>
>
>
>
>
Message 2
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| Subject: | Re: a list with safety improvements |
Raimo Toivio wrote:
> 2) Fuel systems
> - routing outside the cabin (weight penalty none or some)
> - return line with one-way-valve or emergency off-selector (weight penalty few
hundred grams)
> - do not use original glass fuel filters (weight penalty none or even less)
> - consider the safety of sight gauge and its location (weight penalty none)
> ( I have it but between the seats and it is calibrated only to use when on the
ground and taxi-position)
> - have a fuel warning /gauge/pressure gauge /computer (weight penalty 100grams
to 1 kg)
I have the whole fuel system in a separate sealed box, with lexan top
that can be opened. The two fuel pumps, the two fuel filters, the two
one way valves, and the fuel flow sensor. Lots of connections, and lots
of opportunity to leak. There is one hose in, and one hose out, and
almost all potential leak sources are inside. There is more to it: there
is also a small access door on the underside of the fuselage, allowing
easy access to the master Andair fuel filter. Now, if there is a leak,
it will drain through this access door, which is intentionally not
sealed. The whole point is that if there is a fuel leak, I don't want to
have the fuel in the "foot bath" in front of my seat, especially not
when I'm about to make an emergency landing because of the fuel leak!
A side benefit is that the fuel vapors also choose the easy way out,
that is, to the outside of the airplane. I have not the fuel smell
inside the airplane so many people complain about. If I mess with the
filters and spill some fuel, it will just fall out of the airplane, and
never make it into the fuselage. Weight penalty? Depends on the
construction, shouldn't be more than 500 gram.
> 3) Doors
> - use unintentioned opening guards and secure them with pip-pins to levers (weight
penalty 100 grams)
I have to work on this.
> 4) Cowlings
> - do not make those little oil/water check doors - so you have to take whole
upper cowling away and see and check same time much much more (weight penalty
none, use cam locks or equal - so it is pleasure to open so often you like - I
do it every 5 flight hrs)
This is radical, but a good point actually. Although it may invite you
to not bother with checking the water and oil if you are in a hurry to
go home. I know, you should never fall into this trap, but we are all
human and it is temptive to skip checks that take too long if bad
weather is approaching and you need to leave the airport.
> 5) Electrics
> - use two serial connected master switches; so called panel mstr leaves juice
for trim, stall warner, charging for emergency batteries, clocks, burglar alarms,
horns, convenience lights AND an engine starter - total master cuts everything
(weight penalty none, normally my total master is always on, I close it
only during longs stays over two weeks or just before possible crash I wish, panel
mstr switch uses light weight 40A relay which uses only few milliamperes,
total mstr switch is mechanical with "a key" and uses 0 amperes)
Good alternative. Although a second master switch increases the amount
of failure points. I have one master switch (well, two actually, but I
have two separate electrical systems), and once that is off, the whole
plane is without power. I have further a multi pole plug on the fuselage
for "ground power", and this feeds a relay that energizes the connection
to the outside world. This way I can charge batteries, power burglar
alarms, etc. Once this plug is off, the relay falls off and it can not
be powered during flight at all.
Frans
Message 3
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| Subject: | a list with safety improvements |
Raimo wrote:
>
> 3) Doors
> - use unintentioned opening guards and secure them with pip-pins to lever
s (weight penalty 100 grams)
> - instal serial connected micro switches w warning lights behind shoot bo
lts (weight penalty 200 grams)
Are you serious ? In an accident=2C how would a potential rescuer get the d
oors open ?
microswitches are a nice gimmick=2C bu they can lead to a false sense of se
curity. Th easiest and safest way to check that doors are locked is to push
against them front and rear.
Cheers=2C Karl
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