Return-Path: Received: from relay03.roc.ny.frontiernet.net ([66.133.182.166] verified) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 771182 for flyrotary@lancaironline.net; Sat, 05 Mar 2005 01:10:41 -0500 Received-SPF: pass receiver=logan.com; client-ip=66.133.182.166; envelope-from=canarder@frontiernet.net Received: from filter06.roc.ny.frontiernet.net (filter06.roc.ny.frontiernet.net [66.133.183.73]) by relay03.roc.ny.frontiernet.net (Postfix) with ESMTP id 019B7358323 for ; Sat, 5 Mar 2005 06:09:56 +0000 (UTC) Received: from relay03.roc.ny.frontiernet.net ([66.133.182.166]) by filter06.roc.ny.frontiernet.net (filter06.roc.ny.frontiernet.net [66.133.183.73]) (amavisd-new, port 10024) with LMTP id 21657-11-12 for ; Sat, 5 Mar 2005 06:09:54 +0000 (UTC) Received: from [127.0.0.1] (67-137-89-39.dsl2.cok.tn.frontiernet.net [67.137.89.39]) by relay03.roc.ny.frontiernet.net (Postfix) with ESMTP id 3816C35813B for ; Sat, 5 Mar 2005 06:09:54 +0000 (UTC) Message-ID: <42294D25.8080406@frontiernet.net> Date: Sat, 05 Mar 2005 00:09:41 -0600 From: Jim Sower User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.7) Gecko/20040514 X-Accept-Language: en-us, en MIME-Version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: fuel cutoff valve necessary? References: In-Reply-To: Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit X-Antivirus: avast! (VPS 0509-5, 03/04/2005), Outbound message X-Antivirus-Status: Clean X-Virus-Scanned: by amavisd-new-20040701 (2.0) at filter06.roc.ny.frontiernet.net This whole thing is getting bizarre.
rijakits wrote:

<snip>
"You should be able to do *XXX* while in a coma" is obviated by "there
is no *XXX* to do".
    
<>
Excuse me, but there you are wrong!
Didn't you prefer to have the ON/OFF switch from the fuel pump as the sole
means to shut off the fuel?
So you still have to switch that switch (the "XXX" in a coma is still
there!) - However that switch will probably brake at some stage as you mostlikely use it at least twice every flight.

PROBABLY?? If we were to do the math on that one, how old would poor Rusty have to be before it happened? How many total hours on your chopper that broke a switch?

<>Now it freezes open or the switchlever brakes, how do you shut off the fuel
(incl. the fuel flow) without pulling the Masterswitch or -fuse?

Why should he HAVE to or WANT shut it off without pulling the Master Switch?

<>I am not reaching here either - I had both things happen (clutch engagement
switch lever broke in the engaged position, no problem as my next stop was
on base anyway, but it was a broken switch) on a different occasion the
< snip >

In an emergency there is only two things to do: fuel and electricity as Paul
mentioned.

And we've reduced pilot workload by 50% by accomplishing both of these complex tasks by the simple expedient of turning off the Master. Yaaaaaaay for our side !!!

<>Fuel gets really important if you on fire! Now what if that fire already ate
some of your electrics?

If it ate some electrics, turn it off with the Master. If the fire ate the electrics that control the Master, it's already off. If the fire is big enough to do all the crap you postulate, you don't care, because you've been dead for some time now. We needn't even discuss (naaaw - let's go ahead and discuss it for a couple of days ...) how the fire got so serious as to burn up all the electrics and open the fuel line so it could feed this conflagration without being noticed until the Master couldn't turn off.

<>Thanks but I will go "mechanical" with a simple valve - I take my chances
with 2 additional fueline connections!

Even a ball valve involves significant torsion to move it. Wouldn't all these cycles fatigue the fuel line so it might break off at the upstream end of the valve? Would that take more or less cycles than failing the fuel switch?

<>
Thomas J. :))

GAWD ain't it grand making up all kinds of silly-ass scenarios to punch imaginary holes in a couple of positions that have totally equal merit and totally equal flaws? ... Jim S.

<>

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