From: "Marvin Kaye" <marv@lancaironline.net>
Subject: Re: [LML] Re: More information on V-8 crash
To: lml
Date: Fri, 01 Nov 2002 19:34:40 -0500
Message-ID: <web-1850784@logan.com>
In-Reply-To: <52548863F8A5D411B530005004759A93391661@QBERT>
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Posted for George Braly <gwbraly@gami.com>:
Gary,
   
Help me understand something.  I'm not trying to be critical.  Assume NO
accident happened.
   
Did we have an experimental engine flying in a certified airframe on an
experimental airworthiness certificate with 
   
      1) an engine that required 12  volts in order to operate; and
   
      2) no way to monitor the 12 volt system; and
   
      3) it was authorized for IFR flight; and 
   
      4) it was authorized for  IFR flight at night?
   
One of the reasons I want to know is because I could never in a million
years get my Aircraft Certification Office and or MIDO and/or FISDO to
approve those rather expansive "limitations" for flight with a new engine -
- or even a certified engine with a minor modification - - much less doing
that with an engine that required electricity and had no way to monitor the
required 12 volt system.   
   
If this is being done in other regions, I need to know about it to get some
leverage to open up the restrictions which we normally have to endure around
here.
   
Regards,  George
   
     
>>>>  
The current configuration has 2 pulleys and a vacuum pad.  The buyer has the
option of putting whatever (alternator, a/c compressor or vacuum pump) on
any of these.  Two batteries (I have twin 33AH SLAs) is standard.  The point
in this unfortunate event was the pilot had neither a voltmeter or ammeter
to monitor the 14V charging system, as well as knowledge that the system was
NOT charging. <<<<<