Today's Message Index:
----------------------
1. 12:30 AM - Re: Accident statistics (William Halverson)
2. 04:49 AM - Re: SCUBA tank (Brian Lloyd)
3. 05:12 AM - Re: Accident statistics (cjpilot710@aol.com)
4. 06:48 AM - Re: Infant Mortality? (A. Dennis Savarese)
5. 08:55 AM - Re: Accident statistics (Wes Warner)
6. 11:44 AM - Trim and bottles (Yakjock)
7. 12:02 PM - Trim and bottles #2 (Yakjock)
8. 02:22 PM - Thanks, Craig! (Barry Hancock)
9. 02:31 PM - Re: Trim and bottles #2 (Brian Lloyd)
10. 02:37 PM - Re: Trim and bottles (Brian Lloyd)
11. 02:56 PM - Re: Thanks, Craig! (Craig Payne)
12. 03:04 PM - Re: Trim and bottles #2 (Craig Payne)
13. 07:20 PM - Re: Accident statistics (Gus Fraser)
14. 08:18 PM - Re: Accident statistics (Walt Lannon)
15. 08:30 PM - Re: Trim and bottles (Walt Lannon)
16. 09:17 PM - Electric trim failure (Barry Hancock)
17. 09:28 PM - GA v. warbirds / shameless plug (Barry Hancock)
18. 09:33 PM - Stand by air (Barry Hancock)
Message 1
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: William Halverson <william@netpros.net>
Hmmm ... but how do you get dual in a Yak-55? What would they consider
'acceptable' as a stand in? I had to fly mine bareass [no insurance at
all] X-ctry from Vermont to CA to tet the mimimum in type to even get a
quote ...
Roy O. Wright wrote:
>--> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
>
>Overall, my thoughts to reduce risk is to fly higher and be sure
>of the mechanical state of my machine (when it finally gets here).
>An interesting note was how many of the accidents were on the
>ferry home flight after purchase and even one on the pre-purchase
>flight itself. Maybe this is why the insurance companies want
>a lot of dual now a days.
>
>Have fun,
>Roy
>
Message 2
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--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Roy O. Wright wrote:
> So it's not actually hooked into the air system?
>
> I'm guessing it's plumbed so when you are on the ground and
> discover the main tank is empty, you open a valve, fill the
> main, close the valve. How do you handle charging it? Just
> wait until the next opportunity, or does it take a feed from
> the on-board compressor?
I can tell you how mine was set up. The output of the SCUBA tank was teed into
the line from the ground fill port. When I turned on the valve on the SCUBA
tank it was just like admitting high-pressure in air to the ground fill port.
The ground fill port goes to the pop-off regulator valve so it is pretty hard to
overfill the system. You crack the valve on the SCUBA tank and listen for the
pop-off valve to open. When it does the system is full ... unless you have let
the air in too fast. In that case the pop-off valve will release the pressure
long before the system is full. Just be carefull.
Mine was mounted just aft of the ADF eletronics bay. I have to remove the tank
to refill it. Due to the difference in pressures, i.e. 3000 psi for the SCUBA
tank and 750 psi for the aircraft pneumatic system, it isn't really feasable to
refill the SCUBA tank from the aircraft system. My 22 cu-ft SCUBA "pony" bottle
would refill the aircraft system about four times. I made it an annual
inspection item to remove, inspect, and then refill the SCUBA tank if necessary.
I only had to refill it twice in the four years I owned Betty.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 3
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 1/18/2003 3:31:30 AM Eastern Standard Time,
william@netpros.net writes:
> --> Yak-List message posted by: William Halverson <william@netpros.net>
>
> Hmmm ... but how do you get dual in a Yak-55? What would they consider
> 'acceptable' as a stand in? I had to fly mine bareass [no insurance at
> all] X-ctry from Vermont to CA to tet the mimimum in type to even get a
> quote ...
An acceptable stand-in, might be the Y-52TW.
Jim Goolsby
cjpilot710@aol.com
386-467-3313 voice
386-467-3193 fax
386-503-9820cell
"They that can give up essential liberty to obtain a little safety,
deserve neither liberty nor safety"
Benjamin Franklin 1759
"With my shield, or on it"
Trojan Warriors BC
Message 4
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| Subject: | Re: Infant Mortality? |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Excellent point Craig.
Dennis Savarese
----- Original Message -----
From: "Craig Payne" <cpayne@mc.net>
Subject: Yak-List: Infant Mortality?
> --> Yak-List message posted by: Craig Payne <cpayne@mc.net>
>
> And these are just the REPORTED incidents. We ALL know of other,
> unreported difficulties. Sometimes pilot error with the systems,
> sometimes maintenance. I wonder how many of these problems occur early
> in their service life after setup/restoration and FAA certification??
>
> Craig Payne
>
> >Roy O. Wright wrote:
> >
> > --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
> >
> > Mechanical causes or contributing factors:
> >
> > * in-flight failure of a carburetor/fuel line fitting
> > * number nine cylinder front spark plug was found ejected from the
cylinder,
> > three others loose.
> > * clogged fuel vent line due to a mud dauber nest
> > * the brakes not available to the pilot. Factors were the improperly
serviced
> > brake system, the improper adjustment of the brakes by maintenance
personnel
> > * an inadequate preflight by unknown person(s), sometime before the
flight, by
> > failing to avoid a hydraulic lock (from oil seepage) in the #5
cylinder,
> > which resulted in a bent connecting rod, subsequent failure of the #5
piston,
> > and loss of engine power
> > * The right main landing gear did not fully extend for an undetermined
reason.
> > Factors that contributed to the accident were: an engine power loss
for
> > unknown reasons and the rough terrain
> > * partial loss of engine power due to separation of the No.9 cylinder
from the
> > engine
> > * a loss of engine power due to failure of the pressure carburetor
diaphragm
> > which led to restricted fuel flow through the carburetor and eventual
fuel
> > starvation.
> > * the pilot's operation of the airplane with a known deficiency in the
fuel
> > selector, and his improper positioning of the fuel selector. A factor
> > relating to the accident was: the fuel selector's restriction of
movement
> >
> > Several of these were combined with inadvertent stalls.
> >
> > Have fun,
> > Roy
> ====================================================================
>
>
Message 5
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| Subject: | Re: Accident statistics |
Mail-Followup-To: Wes Warner <wes@lppcs.com>, yak-list@matronics.com
--> Yak-List message posted by: Wes Warner <wes@lppcs.com>
Forest required me to have 3 hours dual in a 52, then I was covered.
Wes
On Sat, Jan 18, 2003 at 12:35:12AM -0800, William Halverson wrote:
> --> Yak-List message posted by: William Halverson <william@netpros.net>
>
> Hmmm ... but how do you get dual in a Yak-55? What would they consider
> 'acceptable' as a stand in? I had to fly mine bareass [no insurance at
> all] X-ctry from Vermont to CA to tet the mimimum in type to even get a
> quote ...
>
>
> Roy O. Wright wrote:
>
> >--> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
> >
> >
> >Overall, my thoughts to reduce risk is to fly higher and be sure
> >of the mechanical state of my machine (when it finally gets here).
> >An interesting note was how many of the accidents were on the
> >ferry home flight after purchase and even one on the pre-purchase
> >flight itself. Maybe this is why the insurance companies want
> >a lot of dual now a days.
> >
> >Have fun,
> >Roy
> >
>
>
>
>
>
>
>
--
Time to go to... Group Therapy.
Message 6
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| Subject: | Trim and bottles |
--> Yak-List message posted by: "Yakjock" <Yakjock@msn.com>
The electric trim motors operate individual trim tabs on all three axis. They
are mounted in the elevator/rudder/ailerons. I know that Barry, Rich and I have
them, don't know about others.
In my current CJ I have a SCUBA Pony bottle (the small extra tank divers carry).
The tank is filled from an external high pressure air tank or compressor (I
use a SCUBA tank in my hanger; Al deVere uses a firefighter's high pressure breathing
tank) to about 1,800 PSI. It is plumbed into the main air system so
I can use it to recharge the main system tank in the unlikely event that I inadvertently
leave the air system open after landing and it all bleeds out, or for
whatever reason (flooding, forgetting to turn on the mags, too much oil from
the pre-oiler, etc.). While admitting nothing, it has been "handy" from time
to time. I do not refill it from the onboard compressor as 1) the pressure
is too low, and 2) I don't want to get water into it.
The Kevlar tanks are lighter and stronger and are available in a number of different
sizes (Paintball enthusiasts use them as storage tanks at very high pressures).
They are mounted using "U" shaped brackets. An O2 aircraft quality 40
cubic foot tank at 1,850 PSI weighs under 7 pounds and would last several years
between refills. For more information on these see Mountain High at:
http://www.mtn-high.com/index.phtml?nav_id28&product_id372
I would think that a more generic Kevlar tank would be less expensive.
Hal Morley
Message 7
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| Subject: | Trim and bottles #2 |
--> Yak-List message posted by: "Yakjock" <Yakjock@msn.com>
BTW, I didn't discuss aluminum bottles. Mountain High has a variety and these
tend to be a quarter of the cost of a Kevlar tank. For instance, an 8.7 cubic
foot tank would weigh 4.5 pounds (22.5 pounds for a CJ at +5, 36.0 pounds for
a 52 at +8) and cost $200. Add a bit for the brackets, connectors and installation
and one has a cheap energy source for that extra start when it's just you,
the plane and a self-service gas pump at an ag field, no buildings for a hundred
miles, no phones and the only sound is the wind in your ears.
Hal
(Not that I've been there, of course.)
Message 8
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--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
On Friday, January 17, 2003, at 11:58 PM, Yak-List Digest Server wrote:
> I wonder how many of these problems occur early
> in their service life after setup/restoration and FAA certification??
Oh now doesn't that just give me warm fuzzies all over...I'm a little
more than a week away from certification/test flights here, ya know! :)
Barry Hancock
949.300.5510
www.allredstar.com
California Condors Squadron
"Communism - Lousy Politics, Great Airplanes"
Message 9
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| Subject: | Re: Trim and bottles #2 |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Yakjock wrote:
> --> Yak-List message posted by: "Yakjock" <Yakjock@msn.com>
>
> ... and one has a cheap energy source for that extra start when
> it's just you, the plane and a self-service gas pump at an ag field, no
> buildings for a hundred miles, no phones and the only sound is the wind in
> your ears.
>
> Hal
>
> (Not that I've been there, of course.)
And just in case anyone asks, Barry and I weren't there with you.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 10
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| Subject: | Re: Trim and bottles |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Yakjock wrote:
> --> Yak-List message posted by: "Yakjock" <Yakjock@msn.com>
>
> The electric trim motors operate individual trim tabs on all three axis.
> They are mounted in the elevator/rudder/ailerons. I know that Barry, Rich
> and I have them, don't know about others.
In my usual inimitable style, I am going to call into question the advisability
of an electric-only pitch trim system. The Mac servos are known for their
reliability but runaway pitch trim can be a real control problem. If it were
me, I would insist on a system that retains manual pitch trim that can override
the electric pitch trim.
Alternatively I would want to run the trim to both limits and determine whether
or not I would be comfortable making a landing with the trim hard against the
limits. If not, I would be looking for a way to have a back-up trim system.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 11
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| Subject: | Re: Thanks, Craig! |
--> Yak-List message posted by: Craig Payne <cpayne@mc.net>
Barry,
So why do you think they call them "Test" flights? Don't forget that
the "Experimental" passenger warning is something that the pilot should
heed too.
Good Luck!
Craig Payne
> > I wonder how many of these problems occur early
> > in their service life after setup/restoration and FAA certification??
>
> Oh now doesn't that just give me warm fuzzies all over...I'm a little
> more than a week away from certification/test flights here, ya know! :)
>
> Barry Hancock
Message 12
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| Subject: | Re: Trim and bottles #2 |
--> Yak-List message posted by: Craig Payne <cpayne@mc.net>
I'll admit to being there. Good thing for tie downs so I could hand prop
it. Not that I recommend it but then I grew up with non-electrical
system puddle-jumpers.
Get *everything* right first and have the aircraft securely nailed down.
After pressure starts building up, set your brake handle, pull throttle
back to low idle, *quickly* untie the ropes and hope the FAA wasn't
watching out there from somewhere in the cornfield.
Craig "been there, done that" Payne
>....and one has a cheap energy source for that extra start when it's >just you,
the plane and a self-service gas pump at an ag field, no >buildings for a hundred
miles, no phones and the
>
> Hal
>
> (Not that I've been there, of course.)
Message 13
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| Subject: | Accident statistics |
--> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
Spark plugs suffer from a simple design flaw, if they are not nb down they
tend to come out
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Doug
Subject: Re: Yak-List: Accident statistics
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
If I recall this accident correctly the problem (more correctly the start of
the problem) was with the Russian spark plugs blowing out the center of the
plug on take off. Russian plugs seem to have this shortcoming, while the
Chinese plugs do not. I am told it's because they (Russian plugs) have
been overhauled so many times where as the Chinese plugs are new (they do
not overhaul their plugs). Has anyone out there seen this failure in a
Chinese plug?
Doug Sapp
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Accident statistics
> --> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
>
> * number nine cylinder front spark plug was found ejected from the
cylinder,
> three others loose
> Nothing to do with the design of Yak aircraft. This I know.
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Roy O. Wright
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Accident statistics
>
>
> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
> Mechanical causes or contributing factors:
>
> * in-flight failure of a carburetor/fuel line fitting
> * number nine cylinder front spark plug was found ejected from the
cylinder,
> three others loose.
> * clogged fuel vent line due to a mud dauber nest
> * the brakes not available to the pilot. Factors were the improperly
> serviced
> brake system, the improper adjustment of the brakes by maintenance
> personnel
> * an inadequate preflight by unknown person(s), sometime before the
flight,
> by
> failing to avoid a hydraulic lock (from oil seepage) in the #5 cylinder,
> which resulted in a bent connecting rod, subsequent failure of the #5
> piston,
> and loss of engine power
> * The right main landing gear did not fully extend for an undetermined
> reason.
> Factors that contributed to the accident were: an engine power loss for
> unknown reasons and the rough terrain
> * partial loss of engine power due to separation of the No.9 cylinder from
> the
> engine
> * a loss of engine power due to failure of the pressure carburetor
diaphragm
> which led to restricted fuel flow through the carburetor and eventual
fuel
> starvation.
> * the pilot's operation of the airplane with a known deficiency in the
fuel
> selector, and his improper positioning of the fuel selector. A factor
> relating to the accident was: the fuel selector's restriction of
movement
>
> Several of these were combined with inadvertent stalls.
>
> Have fun,
> Roy
>
>
> At 06:16 PM 1/17/2003 -0500, Ernie wrote:
> >--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> >hmm I'm a little dismayed at the high number of mechanical failures.
> >Generally in the GA world, mechanical failure is a very small percentage
of
> >the total accident figure with something like 95% attributable to pilot
> >error. But I guess given the small sample not much can be extrapolated
from
> >these numbers.
> >
> >Ernie
>
> ',,'',,'',,',,'
> Roy Wright 512.378.1234 mailto:royw@cisco.com
> Cisco Systems import com.cisco.std-disclaimer
>
>
Message 14
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| Subject: | Re: Accident statistics |
tests=DISCLAIMER,QUOTED_EMAIL_TEXT,REFERENCES,SPAM_PHRASE_00_01,
SUBJECT_IS_LIST,USER_AGENT_OE,USER_IN_WHITELIST
version=2.43
--> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Accident statistics
> --> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
>
> Spark plugs suffer from a simple design flaw, if they are not nb down they
> tend to come out
>
> Gus
And one more. If they are seriously over tightened they are distorted and
the center core can blow out.
Walt
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Doug
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Accident statistics
>
>
> --> Yak-List message posted by: "Doug" <rvfltd@televar.com>
>
>
> If I recall this accident correctly the problem (more correctly the start
of
> the problem) was with the Russian spark plugs blowing out the center of
the
> plug on take off. Russian plugs seem to have this shortcoming, while the
> Chinese plugs do not. I am told it's because they (Russian plugs) have
> been overhauled so many times where as the Chinese plugs are new (they do
> not overhaul their plugs). Has anyone out there seen this failure in a
> Chinese plug?
>
> Doug Sapp
> ----- Original Message -----
> From: "Gus Fraser" <fraseg@comcast.net>
> To: <yak-list@matronics.com>
> Subject: RE: Yak-List: Accident statistics
>
>
> > --> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
> >
> > * number nine cylinder front spark plug was found ejected from the
> cylinder,
> > three others loose
> > Nothing to do with the design of Yak aircraft. This I know.
> >
> > Gus
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com]On Behalf Of Roy O. Wright
> > To: yak-list@matronics.com
> > Subject: Re: Yak-List: Accident statistics
> >
> >
> > --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
> >
> > Mechanical causes or contributing factors:
> >
> > * in-flight failure of a carburetor/fuel line fitting
> > * number nine cylinder front spark plug was found ejected from the
> cylinder,
> > three others loose.
> > * clogged fuel vent line due to a mud dauber nest
> > * the brakes not available to the pilot. Factors were the improperly
> > serviced
> > brake system, the improper adjustment of the brakes by maintenance
> > personnel
> > * an inadequate preflight by unknown person(s), sometime before the
> flight,
> > by
> > failing to avoid a hydraulic lock (from oil seepage) in the #5
cylinder,
> > which resulted in a bent connecting rod, subsequent failure of the #5
> > piston,
> > and loss of engine power
> > * The right main landing gear did not fully extend for an undetermined
> > reason.
> > Factors that contributed to the accident were: an engine power loss
for
> > unknown reasons and the rough terrain
> > * partial loss of engine power due to separation of the No.9 cylinder
from
> > the
> > engine
> > * a loss of engine power due to failure of the pressure carburetor
> diaphragm
> > which led to restricted fuel flow through the carburetor and eventual
> fuel
> > starvation.
> > * the pilot's operation of the airplane with a known deficiency in the
> fuel
> > selector, and his improper positioning of the fuel selector. A factor
> > relating to the accident was: the fuel selector's restriction of
> movement
> >
> > Several of these were combined with inadvertent stalls.
> >
> > Have fun,
> > Roy
> >
> >
> > At 06:16 PM 1/17/2003 -0500, Ernie wrote:
> > >--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> > >
> > >hmm I'm a little dismayed at the high number of mechanical failures.
> > >Generally in the GA world, mechanical failure is a very small
percentage
> of
> > >the total accident figure with something like 95% attributable to pilot
> > >error. But I guess given the small sample not much can be extrapolated
> from
> > >these numbers.
> > >
> > >Ernie
> >
> > ',,'',,'',,',,'
> > Roy Wright 512.378.1234 mailto:royw@cisco.com
> > Cisco Systems import com.cisco.std-disclaimer
> >
> >
>
>
Message 15
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| Subject: | Re: Trim and bottles |
tests=QUOTED_EMAIL_TEXT,REFERENCES,SPAM_PHRASE_01_02,
SUBJECT_IS_LIST,USER_AGENT_OE,USER_IN_WHITELIST
version=2.43
--> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Trim and bottles
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Yakjock wrote:
> > --> Yak-List message posted by: "Yakjock" <Yakjock@msn.com>
> >
> > The electric trim motors operate individual trim tabs on all three axis.
> > They are mounted in the elevator/rudder/ailerons. I know that Barry,
Rich
> > and I have them, don't know about others.
>
> In my usual inimitable style, I am going to call into question the
advisability
> of an electric-only pitch trim system. The Mac servos are known for their
> reliability but runaway pitch trim can be a real control problem. If it
were
> me, I would insist on a system that retains manual pitch trim that can
override
> the electric pitch trim.
>
> Alternatively I would want to run the trim to both limits and determine
whether
> or not I would be comfortable making a landing with the trim hard against
the
> limits. If not, I would be looking for a way to have a back-up trim
system.
Strangely enough the CJ comes equipped with a perfectly good pitch trim
system in an aircraft so well balanced one hardly needs it. The roll and yaw
trim, once set, is also totally adequate. Why anyone would want to waste
time and money with a 3 axis electric trim kind of blows me away. OH!! I
forgot! It's needed for the 3 axis autopilot.
How's that for inimitable.
Walt
> Brian Lloyd 6501 Red Hook Plaza, Suite 201
> brian@lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 - voice +1.360.838.9669 - fax
>
>
Message 16
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| Subject: | Electric trim failure |
--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
On Friday, January 17, 2003, at 11:58 PM, Brian wrote:
> I have decided to go ahead with eletric trim in The Project but I am
> going to
> figure out how to retain the existing manual pitch trim using a
> magnetic clutch
>
> so that you can still fly the airplane if the electric trim fails.
This will be interesting - electric trim failure that is. I suspect
that at normal speed one should easily be able to overcome a run-away
trim servo....I'm going to go full nose up and nose down trim in the
Super Pickle to simulate this with the elevator trim so I have some
peace of mind during my test flights of the project. Furthermore, I'm
going to disable the trim during aerobatic maneuvers just to be on the
safe side. The Mac type servos seem to be very reliable, but I'm
planning for the worst....
Hey, Brian, my mouth hit the floor when I heard what Randy's shop rate
is.....
Barry Hancock
949.300.5510
www.allredstar.com
California Condors Squadron
"Communism - Lousy Politics, Great Airplanes"
Message 17
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| Subject: | GA v. warbirds / shameless plug |
--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
On Friday, January 17, 2003, at 11:58 PM, Ernie wrote:
> hmm I'm a little dismayed at the high number of mechanical failures.
> Generally in the GA world, mechanical failure is a very small
> percentage of
> the total accident figure with something like 95% attributable to pilot
> error. But I guess given the small sample not much can be extrapolated
> from
> these numbers.
Maybe it can. I think the minimum requirements for maintenance of the
Experimental category aircraft play a part in this. Just like
everything else, you get what you pay for, and doing it yourself to
save a few bucks isn't always the answer. In the "normal" GA community
the MX requirements are a little more strict...and MX is a little more
standardized.
I'm certainly not advocating stricter requirements for our airplanes,
but perhaps a more concerted effort to educate the operators in our
community....hey, wait, that's a perfect opportunity for a seg-
way....speaking of eduction, Red Star '03 will have a number of
presentations by widely know authorities on systems and operations of
our aircraft. Mark your calendar now to be a part of the largest get
together of our aircraft on the west coast...and perhaps the entire
country.
For more information, visit www.allredstar.com
Cheers,
Barry
Barry Hancock
949.300.5510
www.allredstar.com
California Condors Squadron
"Communism - Lousy Politics, Great Airplanes"
Message 18
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--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
> I'm guessing it's plumbed so when you are on the ground and
> discover the main tank is empty, you open a valve, fill the
> main, close the valve. How do you handle charging it? Just
> wait until the next opportunity, or does it take a feed from
> the on-board compressor?
On my project I have a small air bottle that when left open will
recharge from the main air system. If it is needed, open the stand by
air to charge the system for start, when down from that flight close the
stand by air bottle and it's all ready for next time. After paying $50
for a nitrogen fill at El Paso last year, I had to come up with
something....
Cheers,
Barry
Barry Hancock
949.300.5510
www.allredstar.com
California Condors Squadron
"Communism - Lousy Politics, Great Airplanes"
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