X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 27 May 2005 01:02:51 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d05.mx.aol.com ([205.188.157.37] verified) by logan.com (CommuniGate Pro SMTP 4.3.2) with ESMTP id 964645 for lml@lancaironline.net; Thu, 26 May 2005 18:36:40 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.37; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d05.mx.aol.com (mail_out_v38_r1.7.) id q.9f.5fdb934b (4214) for ; Thu, 26 May 2005 18:35:54 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <9f.5fdb934b.2fc7a94a@aol.com> X-Original-Date: Thu, 26 May 2005 18:35:54 EDT Subject: Re: [LML] Re: B&C BC-100 Battery X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1117146954" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1117146954 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hamid, Thanks for a lucid analysis. Lorn is a friend of mine and I refrained from making a comment (I guess that makes me an enabler). Today he called me and I told him I would not have made the same decision. I didn't say that I wouldn't have even taken off with a questionable battery into 600 miles of bad weather. You are right that the error chain links must be broken ASAP and, preferably, on the ground. I am happy that things turned out OK for him but I hope no one else tries to "get home" given the same scenario. My backup is an electric gyro (S-Tec AP) - no electricity, no gyro, no backup, no flight. I am not worried as much about the ignition system since I have many alternatives, including a last ditch, half ignition system, sole purpose backup battery with 1 hour to "find an airport" once in an emergency situation plan "B" and which, BTW, also matches my always full, 1 hour of fuel available in the header tank in case of a "total" electrical failure. Hmmmmm, I forgot to ask Lorn how fuel gets to his carburetor - and from where?... Interesting that Barry Schiff (June 2005 AOPA PILOT, "Obligated to Land") wrote about the BA flight with less than a full engine complement flying from LA to London and he mentions an often ignored FAR pertinent to us. To wit, 91.7(b) -- paraphrasing: the pilot in command, if any at the time, shall discontinue the flight when unairworthy .......,electrical, ..... conditions occur. Gee, I wonder how an insurance company's layer (oops, lawyer) might interpret that during a claim request after a battery went nuts during a flight and the flight didn't quite make it all the way to the yearned for destination? Now, if I can only remember to turn off my cell phone....... Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1117146954 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Hamid,

Thanks for a lucid analysis. Lorn is a friend of mine and I=20 refrained from making a comment (I guess that makes me an enabler). To= day=20 he called me and I told him I would not have made the same decision. I= =20 didn't say that I wouldn't have even taken off with a questionable battery i= nto=20 600 miles of bad weather. You are right that the error chain links mus= t be=20 broken ASAP and, preferably, on the ground. I am happy that things tur= ned=20 out OK for him but I hope no one else tries to "get home" given the sam= e=20 scenario.

My backup is an electric gyro (S-Tec AP) - no electricity, no gyro= , no=20 backup, no flight. I am not worried as much about the ignition system=20 since I have many alternatives, including a last ditch, half ignition system= ,=20 sole purpose backup battery with 1 hour to "find an airport" = =20 once in an emergency situation plan "B" and which, BTW, also match= es=20 my always full, 1 hour of fuel available in the header tank in cas= e of=20 a "total" electrical failure. Hmmmmm, I forgot to ask Lorn how fuel ge= ts=20 to his carburetor - and from where?...

Interesting that Barry Schiff (June 2005 AOPA PILOT, "Obligated to Land= ")=20 wrote about the BA flight with less than a full engine complement flying fro= m LA=20 to London and he mentions an often ignored FAR pertinent to us. T= o=20 wit, 91.7(b) -- paraphrasing: the pilot in command, if any at the time, shal= l=20 discontinue the flight when unairworthy .......,electrical, .....=20 conditions occur. Gee, I wonder how an insurance company's layer (oops= ,=20 lawyer) might interpret that during a claim request after a battery went nut= s=20 during a flight and the flight didn't quite make it all the way to=20 the yearned for destination?

Now, if I can only remember to turn off my cell phone.......

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

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