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>
To: <europa-list@matronics.com>
Sent: Monday, November 16, 2009 8:07 PM
Subject: Re: 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
>
>
>
>
>
