X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 04 Jun 2013 16:05:46 -0400 Message-ID: X-Original-Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.120] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6307177 for lml@lancaironline.net; Tue, 04 Jun 2013 15:07:11 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.120; envelope-from=super_chipmunk@roadrunner.com X-Original-Return-Path: X-Authority-Analysis: v=2.0 cv=B9k7IZRM c=1 sm=0 a=+kuJ7Sa7hUpxs7xJxzDFzQ==:17 a=AeF9CLZUGkAA:10 a=DIvWjphECPsA:10 a=zTVDa7HKqxcA:10 a=doupyKFmAAAA:8 a=CGPzHBeMXPkA:10 a=Ia-xEzejAAAA:8 a=pGLkceISAAAA:8 a=69EAbJreAAAA:8 a=WdXXtUUZNWpwjxuqDz4A:9 a=QEXdDO2ut3YA:10 a=EzXvWhQp4_cA:10 a=MSl-tDqOz04A:10 a=EfJqPEOeqlMA:10 a=QiZdf_qrriygFqhRrk4A:9 a=_W_S_7VecoQA:10 a=frz4AuCg-hUA:10 a=0w8fk7nzFKD9IIsj:21 a=+kuJ7Sa7hUpxs7xJxzDFzQ==:117 X-Cloudmark-Score: 0 X-Authenticated-User: X-Originating-IP: 76.179.81.18 Received: from [76.179.81.18] ([76.179.81.18:53490] helo=WilliamHP) by cdptpa-oedge01.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id F5/AD-25428-CBA3EA15; Tue, 04 Jun 2013 19:06:36 +0000 X-Original-Message-ID: <31F320A50B5A48C1B0AC1C53BB17F46B@WilliamHP> From: "Bill Wade" X-Original-To: "Lancair Mailing List" References: In-Reply-To: Subject: Re: [LML] Re: ACCIDENT INFORMATION IS USEFUL X-Original-Date: Tue, 4 Jun 2013 15:06:34 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_020B_01CE6135.1A4D5640" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 15.4.3555.308 X-MimeOLE: Produced By Microsoft MimeOLE V15.4.3555.308 This is a multi-part message in MIME format. ------=_NextPart_000_020B_01CE6135.1A4D5640 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable I use a Schroth 5-point aerobatic harness (model 4-01) in my Chipmunk = that has a tab at the top to release both shoulder straps without = releasing the rest of the harness. After switching tanks or doing = whatever the ends are simply reinserted into their slots. It=E2=80=99s = not obvious in their catalog but is an option that can be chosen in the = spec sheet used for ordering. -Bill Wade From: PETER WILLIAMS=20 Sent: Tuesday, June 04, 2013 12:08 PM To: lml@lancaironline.net=20 Subject: [LML] Re: ACCIDENT INFORMATION IS USEFUL paul the issue was that the pilot had no restraint because he had undone the = shoulder belt to reach the fuel selector you are right in the case where you are near the panel you would be in = the same danger zone;=20 but the second that you sit up straight, you are protected again by the = shoulder belt. sure, if you had a Nascar type five point belt you would be better = protected...but..you would have to undo the belt to reach the fuel = selector, which was the issue in this situation. someone has answered about the circumstances; the owner know of the tank problem and the ferry pilot moved the plane = to have the problem corrected. sadly, only one of the two problems was = solved. and as a result not all of the fuel was available. one could = argue that the repair shop should have done a fill and drain to confirm = the success of the repair. peter -------------------------------------------------------------------------= ------- To: lml@lancaironline.net Date: Tue, 4 Jun 2013 07:42:04 -0400 From: pjdmiller@gmail.com Subject: [LML] Re: ACCIDENT INFORMATION IS USEFUL Something doesn't make sense. I'm calibrating a new fuel probe in my = Legacy and I can't do that unless I get zero fuel, add my 33g or reverse = the procedure and get 33g out. How does someone calibrate a fuel gauge = that shows 14g more than is inside the tank with never having drained = the tank to zero.=20 And I don't think inertial reels are the answer in this example. No = longer are they considered the best solution for high speed crashes. If = you had bent over and extended the inertial reel to deal with an issue = when the aircraft impacted, you might be in the same condition as not = being restrained. the best solution in racing is now fixed belts of = shortest length possible, with multiple points to prevent arms, head, = feet and legs from flailing especially a crotch strap to prevent sliding = down to the rudder pedals. Granted, you are just relaying the article but I'm guessing there's more = to this story. Cheers, Paul Legacy On 2013-06-03, at 2:25 PM, PETER WILLIAMS = wrote: fuel and the gages showed fuel available.(and we can assume that = according to fuel flow and time, he perceived that he still had fuel in = the tanks) his head hit the panel the pilot had unhooked his shoulder belt to operate the fuel selector = switch mounted on the floor. ------=_NextPart_000_020B_01CE6135.1A4D5640 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
  I use a Schroth 5-point aerobatic harness (model 4-01) in my = Chipmunk that has a tab at the top to release both shoulder straps = without=20 releasing the rest of the harness. After switching tanks or doing = whatever the=20 ends are simply reinserted into their slots. It=E2=80=99s not obvious in = their catalog=20 but is an option that can be chosen in the spec sheet used for=20 ordering.   -Bill Wade
 
From: PETER WILLIAMS
Sent: Tuesday, June 04, 2013 12:08 PM
Subject: [LML] Re: ACCIDENT INFORMATION IS = USEFUL
 
paul

the=20 issue was that the pilot had no restraint because he had undone the = shoulder=20 belt to reach the fuel selector
you are right in the case where you are near the panel = you would=20 be in the same danger zone;
but
the=20 second that you sit up straight, you are protected again by the shoulder = belt.

sure, if you had a Nascar type five point belt you would = be better=20 protected...but..you would have to undo the belt to reach the fuel = selector,=20 which was the issue in this situation.

someone=20 has answered about the circumstances;

the owner know of the tank = problem=20 and the ferry pilot moved the plane to have the problem corrected. = sadly, only=20 one of the two problems was solved. and as a result not all of the fuel = was=20 available. one could argue that the repair shop should have done a fill = and=20 drain to confirm the success of the repair.

peter



To: lml@lancaironline.net
Date: Tue, 4 Jun 2013 07:42:04 = -0400
From:=20 pjdmiller@gmail.com
Subject: [LML] Re: ACCIDENT INFORMATION IS=20 USEFUL

Something doesn't make sense. I'm calibrating a new fuel = probe in=20 my Legacy and I can't do that unless I get zero fuel, add my 33g or = reverse the=20 procedure and get 33g out.   How does someone calibrate a fuel = gauge=20 that shows 14g more than is inside the tank with never having drained = the tank=20 to zero.=20
 
And I don't think inertial reels are the answer in this=20 example.   No longer are they considered the best solution for = high=20 speed crashes.  If you had bent over and extended the inertial reel = to deal=20 with an issue when the aircraft impacted, you might be in the same = condition as=20 not being restrained.   the best solution in racing is now = fixed belts=20 of shortest length possible, with multiple points to prevent arms, head, = feet=20 and legs from flailing especially a crotch strap to prevent sliding down = to the=20 rudder pedals.
 
Granted, you are just relaying the article but I'm guessing there's = more to=20 this story.
 
Cheers,
 
Paul
Legacy
On 2013-06-03, at 2:25 PM, PETER WILLIAMS <peterpawaviation@hotmail.com= >=20 wrote:

fuel and the gages showed fuel = available.(and = we can assume=20 that according to fuel flow and time, he perceived that he still had = fuel in=20 the tanks)

his head hit the panel

the=20 pilot had unhooked his shoulder belt to operate the fuel selector = switch=20 mounted on the floor.

 
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