Come on Greg, don't hold back. Tell us what you really feel. Call a spade a spade.
On a serious note, when I bought my newly annualed Coupe, I recognized
it had a
few problems. But, I wanted to fly it a couple of times before sending it
to the
hospital. The engine had a tendency to die if you cut the throttle. I
didn't
consider this as a serious thing, as I could always give it more gas. So,
I took
her up. Had a great flight that day. Came in for landing, holding 1800
rpm.
Touched down, and gave her throttle to taxi to the ramp, and guess what.
The thing
was dead. I mean it wouldn't start no matter what. It had a tank
problem. The
slush was coming out and had totally plugged the carb. The only way it
would run
was at full throttle. I still have nightmares about coming in short and
having to
give her some throttle to make the end of the runway. By the way, Provo
Airport
ends at the edge of Utah Lake on each end. I will never take a plane into
the air
again that ain't 100 percent.
Larry
Greg Bullough wrote:
> At 10:11 PM 7/22/00 -0400, Glen Ward wrote:
> >Greg, that might sound good, but it is impossible. After he contacts
the
> >FSDO, they may take the possible unairworthiness of his plane as
seriously
> >as the mechanic's not-so-good work.
>
> I think I said that. So what? If it's unairworthy it's unairworthy. The
fact
> that the FAA doesn't know about it won't magically cause the airplane
> to keep flying. Nor will the signature in the log-book. Only
airworthiness
> will.
>
> Glen, aviation isn't like a cartoon, where you can run off a cliff and,
> until you look
> down, you don't fall.
>
> Only a fool would, on prima facie evidence of his A&P and IA being
incompetent
> and/or negligent continue to, as you suggest, 'enjoy' the plane for a
year
> while
> fixing it to make it airworthy.
>
> No, you make it airworthy and then you fly it. You don't fly it into
> airworthiness.
>
> At some point, there is a duty to the discipline of being an airman that
says
> that when you see someone who's dangerous to other airmen, you take
action
> so that your colleagues don't get pancaked.
>
> And one can argue that as the 'owner/operator' of an airplane, if you
know the
> A&P and/or IA who signed it off to be unqualified, you are not meeting
your
> duties under the FARs.
>
> Yeah, it might mean you have to get the non-annual annual re-done. So
what?
> The other choice is to fly behind the jerk's work for a year.
>
> Greg
>
>
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