Sapphire

I've been poisoned at least twice with airline food-Air NZ and Qantas. The Air NZ was the worst and took over a week to recover. Safety isn't the only place airlines skimp.

It would double as more than that if you had to lie on it for several days before being rescued. That's if you want to be rescued.

You mean BS

Read about two guys who were hit by lightning in a glider. All the controls welded together and it was that week the club introduced parachutes to be worn. Wonder how the Dreamliner gets around lightning strikes. Maybe there is a parachute under each seat.

Never been struck by lightning-I've been a good boy:yelrotflmao:

My addition to the survival pack would be some female company. If too heavy, then an inflatable version would do.

FH said: Valve guide play should be checked each time the heads are tensioned. It can be done without removing the heads. Nev The valve guides have a strict tolerence with the exhaust guide having more clearance. Continental don't give any specs to wobbling the valve as car manuals do.

If you look at the new Dreamliner, the whole thing including the hostess's smile is combustible. Puts a new psychotic meaning to "come on baby, light my fire".

I know a guy who spent hours getting out of a Sapphire when it flipped on it's back. A fire would have saved him the trouble. He would still be there if it was a heavy a/c I think.

Oviously they don't use the system today. The only winners in the next a/c fire will be those who took along some snags.

Right, the dozan or so G's is a piece of cake compared to smoke snuffing you out in seconds. Recently saw a program on an emergency hood for all passengers but the airlines were not too interested. Not needed often enough. Lets put the deciding "executives" in a test air crash, resusitate them and take another vote. Actually that 1984 crash was done to test a fire retardent. Didn't work too well

The Continental 0-200 was designed in the 1940's and new engine designs are only a rough copy. 60 over 80 in a leakdown test is considered min. compression and lower copression means less power but not necessarily engine failure.

Getting out of a plastic plane seems to be the hardest. Metal may split apart on impact and you can go through fabric like a bed sheet. How bout taking along a small battery operated power saw. Seen one guy in an ad used his saw invention to get out of a metal box he was sealed in.

Anybody riding first class whold be looking at getting their money back.

New engines where the rings havn't been run in and cold engines is no time to check final compression. New engines that don't run in need to have the bore deglazed properly and new rings put in.

foxy said: Ive found that she ran a little smoother when running on 98 octane fuel than when she was run on unleaded. That's in line with expectations. Lead is the best lubricant but it also fouls engines.

I would further check the valves and castings of the cyl head by blocking off the open end with a piece of flat metal and rubber seal. Fit an air hose connection through the metal, turn on that air pressure full blast and listen for leaking air anywhere. Faint leaking out the intake and exhaust ports is ok, but elsewhere is cracked casting.

Are you talking about using unleaded motor vehicle fuel? It provides insufficient top end lub. The lead in aviation fuel is the best known lubricant followed by stuff like flash lube which is a replacement lubicant. The top grade fuel you mention is only an increase in octane rating which is useless if not required. Referring to the survey, wonder if any engines failed at zero hours.

I had an a/c like that and rounded out will before the bitumen even started and holding off touching the tyres down about 100mm past-still not able to take the first taxiway without a strong headwind.

Talk is cheap-I never charged a cent-so far

Does that include replacing the crankshaft?

Like you said, you see the runway coming up fast, are scared of ramming into the ground and it takes one third runway to convince yourself otherwise. I've seen guys stall at 25 feet. That keeps me headed to the ground.

At Narrogin where I "hung" out for a while there were a number of Jabs around and professionally maintained locally. The older ones, 300 + hours, needed regular replacement of cyl heads at a cost of about 5 0r 6 grand every 300-400 hrs. The engine needs frequent leak down checks . If that is not done then you increase likely hood of engine failure. I worked out the cost of maintaining Rotax 447/503[not much longer] at 300 tbo and it is about $5000 per overhaul or $30,000 per 1800 hours. How does that compare to a Jab?

skeptic said: What I am trying to get across is that we should not be continually pushing the idea that engine failure means death, it is insinuated regularly on these forums, Do you read accident reports at all? Death is bad enough and injury sounds like a relief that someone got away with it; until you read they are so crippled that even feeding themselves is a lost option. They gambled their engine wouln't fail and lost. My last ultralight would go down into tiger country at about 60 kts [with skill] and crashing into a tree at that speed would be like crashing with your car into a fallen tree on the freeway at top speed [no braking] Get real.

I know a member who is into that sort of flying.