Be ready for the worst!

Note that 14 CFR 91.9 (b) 1 and 2 only apply to airplanes and rotorcraft. A
glider is neither.
Also 14 CFR 21.5 only applies to airplanes or rotorcraft.

Only 14 CFR 91.9 (a) applies and, thus, it would appear that no flight
manual is required to
be carried in gliders unless the glider's Op Specs requires it to be
carried.

Allan


"Mark James Boyd" wrote in message
news:406c7444$1@darkstar...
91.9 and 21.5 of US CFR may be helpful.
I don't have a terribly clear idea how this applies
to experimentals, however, or even if 21.5 applies to
experimentals.

For regular ol' aircraft, IIRC before some date
(maybe the '80s?) the POH (AFM?) was fine, then after that,
one needed a manual with a serial number on it.

If anyone wants to illuminate us on the differences
between an AFM and a POH, you're smarter than me...

Glad to see your OK Ed and welcome back! A few years
back I totaled a ASW-19 in a field in Utah, I was not
seriously hurt and only minor damage to the field.
I removed the plane and repaired the damage. I contacted
the Salt lake city FSDO and my insurance company the
next day. They both asked for exactly the same things
most of which you mentioned: Current BFR documentation,
Current Medical, last 5 pages or last 20 hours of my
pilot log (which I had over 70 hours in the last page
so they only got 1 page), current annual page out of
the aircraft log book and a brief description of what
happened. I never heard back from the FSDO, and the
insurance (Costello) paid off without a hitch. Maybe
I was just lucky----err I take that back I WAS lucky
(went through a fence at the end of a field without
decapitating myself)!

Then they could not have been nicer. They arranged to pick up the bones (no
questions about it being totaled) and sent me a full check immediately. I
had it insured for what it cost me, which of course was now underinsured I
reminded them that the trailer was not insured by them and was not included.
No problem.

Same warning. Don't give the insurance company a chance to mail you.

Ed Byars

Ed,

While you are patting yourself on your back for having *most* of the
required paperwork on board (put a half of a gold star in your log
book), you completely missed the big pictu you were UNDER INSURED!
This could have led to a very distressing situation: an aircraft that
is damaged, but repairable. The insurance company pays you the face
value of the policy and takes possession of the "wreckage", repairs it
and sells it for more than what they paid you and the repair shop
combined.

Think that this can't happen? Think again! Read your insurance
contract- they have sole discression in this area.

At the very least you need to be fully insured so you can replace your
glider with something comparable. This is clearly an issue with the
dramatic rise of the Euro relative to the dollar.

Tom Seim
Richland, Wa

Remember what's required to be on the aircraft?
The old ARROW, (now AROW):

Airworthiness Certificate
Registration
Operating Limitations
Weight & Balance

The deleted "R" was for Radio station license.

The operating limitations is where the ambiguity starts...
If ALL the operating limitations from the manual are on the placards,
you don't need the manual (AFM or POH) _IF_ you're operating part 91
(doesn't apply to part 121 or 135...but I haven't seen many "Charter
Gliders").

If ALL the limits aren't posted, then you need to carry the manual.

It's really cool being a 1-26 driver...a simple 12 page "leaflet"
covers flight and maintenance manuals! I carry a copy of "the manual"
in my 1-26... Do I ever pull it out in flight? Yeah, like you LS/ASW
drivers do! Could it possibly make life a little less painful in the
event of something terrifying such as a ramp check? Yup. So get
Kinko's to condense 148 pages of manual into a completely un-readable
(without a scanning electron microscope) document that helps you go
above and beyond "legal." I wonder if someday haveing a CD-RoM of the
manual will suffice...just imagine, once you've crashed and no longer
"need" the manual, you can use it as a signal mirror!

When I fly power craft, I PREFER to have a copy of "the manual," when
flying Part 135 or 121, I'm required to. As was pointed out earlier
in the thread, some manufacturers (and Type Certificate Data Sheets)
specify that "the manual" is required on board. The more complex the
airplane (e.g., 747), the more logical this need is.

As a side note, I also prepare custom checklists, which is perfectly
legal as long as each item in "the manual" checklist is on the
home-brew checklist. For those that fly the Piper Seneca, you can
understand that writing a home-brew checklist is a matter of sanity
preservation because the Piper manual has most things completely out
of order...

-Pete