No, I want to keep it a C...
Thanks
Kim Blackseth
On Mar 14, 2010, at 7:18 PM, Donald <[email protected]> wrote:
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...@...
>
