Most interesting Kim, thanks for sharing that.
I am pretty new to the coupe scene, but one question I may help with, the easy way to use your 0200 is to just convert it to a D Type 787 and get the 0200 STC. You can also just bolt the 0200 to the C and get field approval for the change. I have FAA CD for a couple that were done that way. Some pros and cons there, IF you convert it to a D, you can not convert it back to make it an LSA. Currently LSA coupes are selling for quite a bit more than D models, so you might not want to convert it. Make sense? I will have to try hitting the gas valve with my knee next time to see how feasible that really is. -- In [email protected], Kim Blackseth <kimblacks...@...> wrote: > > All... > > I have purchased a 415C to replace/rebuild my recently damaged 415D. I > appreciate everyones support to have made this happen. I used Ed's > very complete pre-buy checklist and the plane has "good bones". While > it still needs modifications for my disability and some "TLC", it's > going to get me flying in a few months... > > The insurance company was kind enough to let me take most of my hand > controls and equipment for my disability out of the 415D. I'm > negotiating for the rest of the plane salvage, as there are MANY new > pieces that would be very useful. If I cannot make a "deal", I'll > just upgrade and work on the 415C, as resources permit. > > However, if a do get the "D" back, I have few questions: > > 1. Can the new 0-200 in the"D" be installed on a "C"? > > 2. I hope this isn't to dumb, but as the airframes are the same, etc, > why is this "C" be limited to 1260 lb, but my old "D" is rated at 1400 > lb, besides the obvious, "the rules say so". What physically or > mechanically limits the GW limits on these two identical airframes? > I.e, while illegal, does the "C" fly bad at 1400 lb? > > 3. I read in an earlier post discussing the split tail, that the > "landing speeds" were different between the "C" and "D". Again, what > physically or mechanically affects the landing speeds on these two > identical airframes? > > By the way, the FAA and NTSB have finished their investigation on the > accident and tell me "preliminarily" that the pilot "must have" > knocked the fuel cutoff with his knee" off center slightly. I'm quite > skeptical and they based their conclusion on: > > 1. The selector had no "positive" detents". (Couldn't tell you as I > never have turned it off!) > 2. I was in the off position when found. (It's because the pilot > turned it off after the incident, as he smelled gas!) > 3. The plane started up after the crash for the investigators; > 4. They could not find any other problem; and my favorite... > 5. When they turned the selector off center, the engine acted "just > like the pilot reported". > > Oh well....I guess it could have happened, but I don't see the > "smoking gun"... > > Kim Blackseth > 310 17th St > Oakland, CA 94612 > kimblacks...@... >
