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#1
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DO YOUR CONTOL CHECKS!
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#2
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In article ,
Stewart Kissel wrote: http://www.ntsb.gov/NTSB/brief2.asp?...0417&ntsbno=CH I04CA090&akey=1 That looks more like: "if the manufacturer issues an AD [1], you'd probably better do it, whether you legally have to or not". -- Bruce [1] in this case, installing a locking device onto L'Hotellier connectors. |
#3
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On Sun, 04 Apr 2004 11:40:06 +1200, Bruce Hoult
wrote: In article , Stewart Kissel wrote: http://www.ntsb.gov/NTSB/brief2.asp?...0417&ntsbno=CH I04CA090&akey=1 That looks more like: "if the manufacturer issues an AD [1], you'd probably better do it, whether you legally have to or not". -- Bruce [1] in this case, installing a locking device onto L'Hotellier connectors. This is the subject of a BGA AD in 1993 for the ASW-20, so I don't see where you get the "manufacturer AD" bit from, even though it does appear in ASW-20 TN-17 on extending the service life beyond 3000 hours. As the AD in question refers to the requirement for a locking pin in the Hotellier, I'm a bit gobsmacked that these couplings could ever have been used without a locking pin or shroud: there's no way you could inspect the check hole after assembly (other than poking something through it) on wing control circuits in the ASW-20 and other gliders. Admittedly you can see the check hole for the elevator, but that's the only one that is easy to check by inspection on a '20. -- martin@ : Martin Gregorie gregorie : Harlow, UK demon : co : Zappa fan & glider pilot uk : |
#4
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I saw this exact thing happen at Stennis field, Bay St Louis, MS, in the
early 80's. The pilot was the best at the field, at least he was the only one who flew in competitions. He and his wife both flew ASW-20's. He assembled one day, began his aerotow, nose went up like he was on a winch/auto tow, and he released at perhaps 40 or 50 feet. His wife's back was turned, as she gathered dolly, etc that needed to be stowed. She missed the whole thing. I was sure I was watching a low level stall/spin happening before my eyes. Then the nose came down, then back up again, then down again, and at the bottom of one of these oscillations his wheel touched down, he dumped the flaps and he got on the brakes and stayed down. Stopped a couple of feet from the airport fence. Turns out his elevator hadn't been hooked up, or had popped off between assembly and tow. He claimed that he had been able to control pitch with the flaps, but I (personal opinion, no data to back this up) think he just got incredibly lucky. The best news: no damage to aircraft or pilot. The absolute most amazing thing: He walked the -20 back to the launch point, Inspected it for damage (found none), hooked up the elevator, and promptly took off. I'd have been shaking for a week after a near miss like that, not have taken off within 15 minutes. Long way of saying that I agree: DO YOUR CONTROL CHECKS! On 4/4/04 2:58 PM, in article , "Martin Gregorie" wrote: On Sun, 04 Apr 2004 11:40:06 +1200, Bruce Hoult wrote: In article , Stewart Kissel wrote: http://www.ntsb.gov/NTSB/brief2.asp?...0417&ntsbno=CH I04CA090&akey=1 That looks more like: "if the manufacturer issues an AD [1], you'd probably better do it, whether you legally have to or not". -- Bruce [1] in this case, installing a locking device onto L'Hotellier connectors. This is the subject of a BGA AD in 1993 for the ASW-20, so I don't see where you get the "manufacturer AD" bit from, even though it does appear in ASW-20 TN-17 on extending the service life beyond 3000 hours. As the AD in question refers to the requirement for a locking pin in the Hotellier, I'm a bit gobsmacked that these couplings could ever have been used without a locking pin or shroud: there's no way you could inspect the check hole after assembly (other than poking something through it) on wing control circuits in the ASW-20 and other gliders. Admittedly you can see the check hole for the elevator, but that's the only one that is easy to check by inspection on a '20. -- martin@ : Martin Gregorie gregorie : Harlow, UK demon : co : Zappa fan & glider pilot uk : |
#5
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In article ,
Bruce Hoult wrote: In article , Stewart Kissel wrote: http://www.ntsb.gov/NTSB/brief2.asp?...0417&ntsbno=CH I04CA090&akey=1 That looks more like: "if the manufacturer issues an AD [1], you'd probably better do it, whether you legally have to or not". -- Bruce [1] in this case, installing a locking device onto L'Hotellier connectors. I'm really happy the pilot escaped death. This has been fatal in other accidents. 1. So, assuming there was insurance, would this accident be covered? Or would the insurer say: a) you didn't put it together correctly; bad dog, no coverage b) you didn't comply with the AD; bad dog, no coverage c) both 2. Will the pilot then say, hey, what about my annual condition inspection? How come the annual was signed off if the ship didn't comply with an AD? 3. Then what happens when the mechanic says, gosh, the service I contract with for AD updates didn't show this AD, so I didn't know to look for it and would have not signed it off it had I known? Inquiring minds want to know! |
#6
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I know of a case here in NZ exactly the same ,very high hours competition
pilot distracted during rigging, took off and released very quickly and landed straight ahead in a paddock using flaps only to control pitch. The ASW20 seems relatively benign in this mode because I have heard of other cases I have an interest in this "because" My ASW20 will be here soon ,Yippee!!!! gary "Bullwinkle" wrote in message ... I saw this exact thing happen at Stennis field, Bay St Louis, MS, in the early 80's. The pilot was the best at the field, at least he was the only one who flew in competitions. He and his wife both flew ASW-20's. He assembled one day, began his aerotow, nose went up like he was on a winch/auto tow, and he released at perhaps 40 or 50 feet. His wife's back was turned, as she gathered dolly, etc that needed to be stowed. She missed the whole thing. I was sure I was watching a low level stall/spin happening before my eyes. Then the nose came down, then back up again, then down again, and at the bottom of one of these oscillations his wheel touched down, he dumped the flaps and he got on the brakes and stayed down. Stopped a couple of feet from the airport fence. Turns out his elevator hadn't been hooked up, or had popped off between assembly and tow. He claimed that he had been able to control pitch with the flaps, but I (personal opinion, no data to back this up) think he just got incredibly lucky. The best news: no damage to aircraft or pilot. The absolute most amazing thing: He walked the -20 back to the launch point, Inspected it for damage (found none), hooked up the elevator, and promptly took off. I'd have been shaking for a week after a near miss like that, not have taken off within 15 minutes. Long way of saying that I agree: DO YOUR CONTROL CHECKS! On 4/4/04 2:58 PM, in article , "Martin Gregorie" wrote: On Sun, 04 Apr 2004 11:40:06 +1200, Bruce Hoult wrote: In article , Stewart Kissel wrote: http://www.ntsb.gov/NTSB/brief2.asp?...0417&ntsbno=CH I04CA090&akey=1 That looks more like: "if the manufacturer issues an AD [1], you'd probably better do it, whether you legally have to or not". -- Bruce [1] in this case, installing a locking device onto L'Hotellier connectors. This is the subject of a BGA AD in 1993 for the ASW-20, so I don't see where you get the "manufacturer AD" bit from, even though it does appear in ASW-20 TN-17 on extending the service life beyond 3000 hours. As the AD in question refers to the requirement for a locking pin in the Hotellier, I'm a bit gobsmacked that these couplings could ever have been used without a locking pin or shroud: there's no way you could inspect the check hole after assembly (other than poking something through it) on wing control circuits in the ASW-20 and other gliders. Admittedly you can see the check hole for the elevator, but that's the only one that is easy to check by inspection on a '20. -- martin@ : Martin Gregorie gregorie : Harlow, UK demon : co : Zappa fan & glider pilot uk : |
#7
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OK, As far as AD's are concerned (in the US), An AD
does not apply to an aircraft with an experimental airwothiness certificate (but is highly recommended), unless that aircraft previously held a standard certificate. The ASW-20 does not have a standard certificate so there is no requirement to comply with this AD. HOWEVER every IA has access to the FAA database (and you do too at www.airweb.faa.gov). Is is a pretty simple process to do a search for L'Hotlier and come up with the ad I have copied an excerpt from below. Although the Owner/Operator has the perogative to disreguard this AD as non-applicable, I as an A&P with an IA would be unwilling to sign an annual without adding a dollar or two worth of safety pins. This being said, I don't recall in 26 years of gliding any gliders with these connectors not being equipped with safety pins (or Uerling sleeves more recently) These devices do not solve the problem of inadequate assembly or lack of positive control checks.'This AD applies to the L'Hotellier ball and swivel joint quick connectors. This AD only applies to U.S.type-certifica ted gliders and sailplanes that have the affected connectors installed. If the L'Hotellier connectors are not installed on a glider or sailplane, no action is required by the owner/operator. This AD does not apply to gliders and sailplanes that do not have a U.S. type certificate (i.e., experimental category); however, the FAA strongly recommends compliance with the intent of this AD for airplanes involved in U.S. operation where a U.S. type certificate is not necessary.' |
#8
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1. So, assuming there was insurance, would this accident be covered? Or would the insurer say: a) you didn't put it together correctly; bad dog, no coverage b) you didn't comply with the AD; bad dog, no coverage c) both |
#9
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1. So, assuming there was insurance, would this accident be covered? Or would the insurer say: a) you didn't put it together correctly; bad dog, no coverage b) you didn't comply with the AD; bad dog, no coverage c) both You clearly don't know how insurance companies work. They will check that the required parts of the policy have been complied with (annual inspection, BFR, etc.). There is nothing in the policy (at least the ones I have had) that require compliance with all ADs (the annual inspection is supposed to take care of this). And there is also nothing in the policy that negates coverage if miss an assembly step. Read your policy: it is a contract that can't be added to (or subtracted from) if and when there is a claim. Tom Seim Richland, WA |
#10
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There is no legal requirement to comply with the AD.
The insurance company may say that the owner/operator did not practice due diligence by not complying with the manufacturers recomendation but. I recall a PIK-20 that was destroyed by failure to connect the elevator a number of years back. It was totaled and they replaced it. Any insurance guys out there have an opinion on this? |
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