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-----Original Message-----
From: William R. Bayne [mailto:[EMAIL PROTECTED]
Sent: Thursday, April 14, 2005 11:10 PM
To: Ed Burkhead
Subject: WRB Re/Re: [COUPERS-TECH] Level
From: William R. Bayne [mailto:[EMAIL PROTECTED]
Sent: Thursday, April 14, 2005 11:10 PM
To: Ed Burkhead
Subject: WRB Re/Re: [COUPERS-TECH] Level
RLYTECH (WRB via Ed Burkhead's computer-I can't post directly)
Please send responses directly to the list or to me, Bill Bayne @
<[EMAIL PROTECTED]>
Hi David (WRB speaking),
This thread went in some interesting directions following my simple answer to Ed Clavel's question.
On Apr 14, 2005, at 5:38 PM, DALIJOHN wrote:
Hartmut,
I agree with most everything that you stated, with the exception of installing "electronic instruments" that is neither TSO'ed or STC on to the aircraft.
When the Ercoupe was certified there were no "electronic instruments". Its fuel pump was a box-stock automotive one, as was the gascolator; and the brake reservoir a Pet Milk can. The ammeter was an automotive one, and the upholstery was in no way fireproof. In most cases, you don't HAVE to buy better stuff than the bird was certified with.
The FAA, when it thinks straight, gives lip service to encourage the installation of equipment which, while not original nor necessary, may improve flight safety by its very presence. Of course that has too much "common sense" as a concept to be accepted similarly in all regions.
So we can carry "uninstalled" equipment such as hand-held radios and GPS units. They may not be FAA-PMA or TSOed, but they give good and valuable information that can literally save one's bacon. With no "original" comm radio or navigation aid (LORAN, VOR, GPS) fitted, flight is much safer WITH such navaids than WITHOUT them!
Well how about Cigar lighter power plugs and outside antenna? The power plug relegates the self-contained battery to emergency use only (good back-up) yielding better reliability. The outside antenna improves clarity, reception and transmission range. Do these improve safety? Of course, but such are PERMANENTLY INSTALLED!. (need 337).
How about a cardboard patch-type carbon monoxide detector? They're cheap and light, and they work (if you don't forget to renew them rather often). Well, then, how about the type one could install in a homebuilt? These are much more expensive, reliable and reliable than the cardboard ones, and can save lives without being "original" or "required for flight". They make flight safer by watching for a hazard that cannot be seen or always smelled.
How about an OSA temperature gauge? This was not an "original" instrument, but they're cheap and light and the information provided can be a valuable aid to cruise altitude selection. How about an intercom? Well, if you build it in, you have to "play the game"; but if you are willing to tangle your feet in cords and demonstrate the system to be fully removable no "approval" of any sort is necessary.
Let's take a great leap and consider a non-TSO CHT or EGT setup. Do you "need" it to fly safely? No. Will having such information available to the pilot/owner improve management of fuel, power, detonation margin and general efficiency and safety of flight? If you understand and utilize the additional information correctly, obviously.
So why do we need PMA, STC or TSO stuff? In many cases we don't. It is additional useful information, NOT PAPERWORK OR APPROVALS, that makes possible improved safety in flight. That being said, it is much easier to substitute a FAA/PMA battery for the original (no longer produced) FAA/PMA manifold type. You don't want to install anything that might adversely affect the validity of purchased insurance coverage.
To get the Stratomaster equipment approved for other that experimental aircraft use would only be expensive and time consuming.
Installing this equipment be field approve, one could only hope "For Reference Only" and runs the risk of having to placard the installation as such.
Now precisely how does placarding an instrument "For Reference Only" in any manner affect the usefulness of the information provided? Can you legally fly it to minimums in IFR? Of course not. Can you rely on it to keep the oily side down and the nose pointed away from the mountains? SURE! In most cases, such instruments are better "reference" than one's "seat of the pants" (which is presumed your only alternative).
David
-----Original Message-----I believe I've told this group of the time in the early eighties I attempted (as #2 of a flight of 3 Ercoupes going to a fly-in) to climb up through a "sucker hole" in a shallow overcast departing Corona Airport in Southern California. The clouds were moving horizontally pretty fast following a frontal passage, with improving weather forecast.
From: Hartmut Beil [mailto:[EMAIL PROTECTED]
Sent: Thursday, April 14, 2005 4:30 AM
To: Coupe-Tech
Subject: Re: WRB Re: [COUPERS-TECH] Level
ED Clavel,
WRB' post: "Remember the bird flies "nose down" in fast cruise!"
My thinking : As a VFR Pilot, when do I need a artificial horizon most, if at all? I turns.
Hartmut N3330H
As I climbed I found myself turning ever tighter to remain clear of cloud (and in violation of required cloud clearance), to the point that my Artificial Horizon tumbled. That distraction broke my concentration enough that suddenly we were fully in the cloud and blind at full throttle. Remember my passenger saying "we're dead".
Don't remember my verbal response, but I reduced power to 1900 RPM and released the control wheel. The coupe immediately settled down and as the compass steadied we exited the cloud into another (and larger) hole from which we were able to continue to the fly-in VFR.
Lessons learned? Leave/arrive later and safer - VFR all the way. AND "...use the force, Luke..." (sorry, wrong story) ...use the inherent stability of the coupe and common sense. Al DeMarzo is right-with a (good) airspeed, altimeter and compass (and, of course, presuming you can see them and still act) you have all you really need.
BUT I'll confess to frequent reference to the VSI, and someday want a variometer for thermal sensing!
Regards,
WRB
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