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I understand that. I am confident that as MPFI engines become more popular there will be more engine compartment fires. More than what? How many more than what? I don't know. Your friend makes one. Out of how many? As John has pointed out, in a plastic airplane with all of the lateral controls running through the engine compartment and a [wing] structure that melts and burns very quickly when exposed to modest (as engine compartment fires go) levels of heat, what can be done? As a practical matter, you can't count on much warning, you have little chance of containing a significant fire and perhaps a good deal less time to get on the ground than would be the case in a metal airplane.
I would think that as a practical matter, prevention is the only path that has any potential for significant impact on the problem.
Be philosophical ... ya' gotta' die of SOMETHIN' ... Jim S.
Bulent Aliev wrote:
Hi Jim, the problem in general with our fuel injected engines is that one fuel leak from a hose pressurized with 30-40 psi gasoline, can cause a big fire in a hurry. My friend thad died in a VEZ fire had carburated turbo Rotax. We don't know the cause, but I'm sure he flew for a while before noticing something wrong. If the engine is in front of you, you'll know NOW!
Buly
On Aug 23, 2005, at 10:12 AM, Jim Sower wrote:
As causes of accidents, how common are engine fires in canard homebuilts? What kind of fire history do we have in the homebuilt community overall?
Just wonderin' what we're up against ... Jim S.
atlasyts@bellsouth.net wrote:
Another problem that we have with pusher aircraft is, not being able to notice the first signs of a fire.
We need some kind of "first allert" system. The sooner you take an action the better. Also being able to shut the cooling air flow, at the exit or intake will help a lot.
Buly
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