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#51
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On Tue, 25 Nov 2003 23:31:50 +1000
"B" wrote: Night VFR engine failu 1. turn on landing lights, 2. if you don't like what you see, turn them back off! You may want to shut off the master with an engine failure, unless you're sure it's ok to leave it on. Hope this helps, Peter |
#53
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"Tom S." wrote in message news:... "Mike Rapoport" wrote in message link.net... http://www.ntsb.gov/NTSB/brief.asp?e...12X20796&key=1 In sum... "The National Transportation Safety Board determines the probable cause(s) of this incident as follows: The failure of a number one cylinder connecting rod bolt due to under-torquing during engine major overhaul. " |
#54
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"Mike Rapoport" wrote in message
link.net... [...] I have seen and heard of too many oil leaks, fuel leaks, rubbing tubes and various parts coming loose or falling off...all caused by "maitenance". Well, granted, the engines on your plane require a much more specialized maintenance crew than the one Lycoming on mine. But in spite of the very real possibility of human error during maintenance, as far as I know more engine failures are prevented by maintenance than are caused by it. I would be very surprised if you could find statistics to the contrary. Pete |
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#60
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"Mike Rapoport" wrote in message hlink.net...
Presumably all the pilots who had engine failures believed the same thing. Did they? I see pilots take off all the time with no preflight. I see plenty of aircraft takeoff without having had their pilots sample the fuel, look at the oil, do a runup...even take a quick look in the tanks. No just pattern flights either. Just the other day, when I flying to Nashville, I saw a guy who I knew was headed to Charleston, SC in an A36 just show up at the airport, pile his wife and kid in the plane and go. They were late, apparently...no time for a preflight. In a single-engine plane, over mountains, at night. He trusted the FBO to have filled up his tanks...he trusted that his oil level was where it should have been...he trusted that there was no water in his tanks, or that they were not accidently filled with Jet-A. You might be right...he might have thought he was managing the risks, but obviously he wasn't. It just didn't catch up to him *this* time. Paul Craig's excellent book 'The Killing Zone: How & Why Pilots Die' talks about 'creeping complacency'. When we were student pilots we used pre-flight checklists all the time. Checked everything. AFter a few hundred hours, many non-professional pilots have allowed themselves to truncate their preflight to a quick walk around, oil check, and tank level. Many don't even do that. To me, this is about risk management. I *can* manage the risks of running out of gas. I *can* manage the risks of fuel contamination. Just by being diligent about my preflights. But I can't preflight my way out of a thrown rod...which is why I'd like to know more about their liklihood. Cheers, Cap Mike MU-2 "Captain Wubba" wrote in message om... Andrew Rowley wrote in message . .. studentpilot wrote: Know a bloke well with over 15'000 hours, he has had no engine failures. He has had however 4 self inficted engine failures, these were fuel system failures. Mostly failure to put enough in, failure to check for water contamination properly, failure to know the aircraft fuel system. This blokes expirence is all single engine, going from little Lyc's to Radial's and turbine. Why do you exclude fuel exhaustion, fuel contamination etc? Don't they happen if you're IFR? If you're IFR or at night it doesn't really matter WHY it stops. Because I can control these problems. If I do a proper preflight, the probability of fuel contamination is very, very low. If I do the proper fuel calculations and check the fuel levels and carry proper reserves, I'm not going to run out of gas. This is about risk management. I can manage the risks of fuel contamination or exhaustion very easily, if I exercise diligence and care. If those are no longer concerns, the primary engine-related concern becomes mechanical failure, and that's what I'm looking at. Cap |
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