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In article "Gordon Hanka" > Thanks for the great idea, and to all who have come to my defense. > > For the record, I am not a reporter, or a troll, or out to trash GA. I am, > in fact, a low-time pilot about to buy a plane with a Lycosaur engine. I am > just genuinely curious. > > The updated list, based on my completely arbitrary judgements of what > interests me: > > (1) In-air failure rates of LyCon engines. Not that large. > (2) Fraction of GA crashes caused by pilots that are senile or otherwise > mentally impaired. Why? Are you senile or otherwise mentally impaired? > (3) Fraction of GA crashes caused by competent, well-motivated pilots being > forced to turn their maintenance over to government appointed mechanics. > (Yes, I know most mechanics are competent, dont flame me. I just have > outdated ideas about personal freedom and responsibility.) Im more curious about the fraction of GA crashes caused by competent, well-motivated mechanics being forced to turn over the aircraft they maintain to government appointed pilots. Im guessing its close to 100%. > (4) Success rate of attempted auto conversions. Probably 0%, since Im not aware of any STCs for auto engine conversions. Anything out there would be experimental, and nobody is likely to have kept any kind of records. > (5) Precise determinants of maximum gross weight standards. Depends. There are a couple of different things that will affect maximum gross weight. 1. Stall speed. Single engine aircraft maximum stall speed is 61 knots. Wing area and weight affect stall speed. 2. Performance. Takeoff and landing distance as well as climb performance and service ceiling will all be affected by weight. 3. Structural considerations. There are structural limits to be considered based on maximum load factors for the various certification categories. > (6) Fraction of GA crashes (and premature overhauls) caused by using 100LL > in 80 octane engines. I seriously doubt anyone keeps track of that. I also seriously doubt that its significant, if its even really a problem. > (7) Number of engines that dont reach TBO. I doubt anyone keeps track of that either. Any engine can reach TBO if it is treated properly, barring any material defects or acts of God. > (8) Fraction of fuel-related incidents caused by FBO line service errors. > (Yes, I know, the PIC is ultimately responsible.) Who keeps records on that? Maybe you could read through a random sampling of NTSB reports and get an idea. > (9) Fraction of GA crashes caused by FAA rules that increase the cost of > retrofitting certified aircraft. Retrofitting with what? (As if anyone keeps records on that, either.) -- Larry Fransson Pilots are just plane people with a different air about them. |
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