At 12:49 PM 22/01/2007, you wrote:
Hi Mike et al,
The MOSP 3, Section 6.3 states:
I thought we were talking about WHY this became a requirement without
any public discussion of the need for it or the possible
repercussions on various gliding operations and people's liability.
I've operated gliders out of trailers for 30 + years and it simply
wouldn't occur to me to expect someone else to inspect and sign for
my own glider that I was going to fly that day as that person gets no
benefit from it, only risk. I sure as hell wouldn't inspect or sign
that someone else's glider was connected properly after they had rigged it.
Yes, there have been a few accidents. Two were because of incorrect
reassembly of controls after annual maintenance. In the first of
these the problem got through about 3 inspections and even several
annual inspectors looking at the wreckage before the problem was
found and the second was just about the same 10+ years later as far
as I know(the infamous Glasflugel aileron drive problem - Murphy's
Law at work). I even prevented one in New Zealand after watching a
Libelle do two mild ground loops in front of me while waiting to
takeoff in a PW5. That one got through 3 inspections - the annual,
the DI after rigging and the cockpit controls operating full, free
and IN THE CORRECT SENSE. One other I know of was a failure to
connect or properly connect an Otellier on an elevator control. In
that case the person killed was the one who did the inspection and
fortunately no other poor bastard was in the gun for it.
Mike
Borgelt Instruments - manufacturers of quality soaring instruments
phone Int'l + 61 746 355784
fax Int'l + 61 746 358796
cellphone Int'l + 61 428 355784
Int'l + 61 429 355784
email: [EMAIL PROTECTED]
website: www.borgeltinstruments.com
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