X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 01 Jun 2005 12:46:12 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d20.mx.aol.com ([205.188.139.136] verified) by logan.com (CommuniGate Pro SMTP 4.3.4) with ESMTP id 980669 for lml@lancaironline.net; Wed, 01 Jun 2005 12:36:22 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.139.136; envelope-from=VTAILJEFF@aol.com Received: from VTAILJEFF@aol.com by imo-d20.mx.aol.com (mail_out_v38_r1.7.) id q.db.27a192cf (4328) for ; Wed, 1 Jun 2005 12:35:29 -0400 (EDT) From: VTAILJEFF@aol.com X-Original-Message-ID: X-Original-Date: Wed, 1 Jun 2005 12:35:29 EDT Subject: Re: [LML] Re: Dead Battery X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1117643729" X-Mailer: 9.0 Security Edition for Windows sub 1200 -------------------------------1117643729 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 6/1/2005 10:47:24 A.M. Central Standard Time, glcasey@adelphia.net writes: > I'll weigh in with Peter on this one. With a dead battery I worry about the safety of hand-starting the engine, although with the proper training and skill set it is apparently not a problem. Then the aircraft should be good to go, as it has all the "minimum equipment," including an alternator and a battery (an uncharged one, though). The problem here is some guys do not know what the regulations are concerning this issue and do not know how to legally satisfy the requirements to fly with inoperative equipment onboard. (See 14 CFR 91.213(d). That is ignorance and is a BIG reason why many here have a hard time getting insurance. We, as a group, are unwilling to follow the regulations and we are willing to get on the Internet and admit it. If you are ignorant of the regulations then pick up a FAR/ AIM from Sporty's or consult a local flight instructor. If you are unwilling to follow the regulations then either surrender your certificate (your future passengers will thank you) or fly another type of aircraft so that I may still get insurance. As the boys from ADA say-- show me the data... I'll say, show me there regulation or advisory circular that says this was a good decision. Regards, Jeff Edwards (flame suit on) -------------------------------1117643729 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 6/1/2005 10:47:24 A.M. Central Standard Time,=20 glcasey@adelphia.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2><be=20 a bit too judgmental with regard to the operation being unsafe, as=20 under
some circumstances it is not unreasonable to fly an airplane with= =20 inoperable
equipment.
Peter Van Arsdale>>

I'll weigh in= =20 with Peter on this one. With a dead battery I worry about the
saf= ety=20 of hand-starting the engine, although with the proper training and
skil= l=20 set it is apparently not a problem. Then the aircraft should be=20 good
to go, as it has all the "minimum equipment," including an alterna= tor=20 and a
battery (an uncharged one, though).

The problem here is some guys do not know what the regulations are=20 concerning this issue and do not know how to legally satisfy the requirement= s to=20 fly with inoperative equipment onboard. (See 14 CFR 91.213(d). That is ignor= ance=20 and is a BIG reason why many here have a hard time getting insurance. We, as= a=20 group, are unwilling to follow the regulations and we are willing to get on=20= the=20 Internet and admit it. If you are ignorant of the regulations then pick= up=20 a FAR/ AIM from Sporty's or consult a local flight instructor. If you are=20 unwilling to follow the regulations then either surrender your certifi= cate=20 (your future passengers will thank you) or fly another type of aircraft so t= hat=20 I may still get insurance. As the boys from ADA say-- show me the data... I'= ll=20 say, show me there regulation or advisory circular that says this was a good= =20 decision.

Regards,

Jeff Edwards (flame suit on)

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