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psm(at)att.net
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 Posted: Sat Feb 07, 2009 4:06 am Post subject: a gentle suggestion |
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I'm sorry for jumping in the middle of this very long thread, but I
can't resist making a couple of comments after reading the summary judgement.
1. I agree that changing the fuel system between gravity feed and
pumped is indeed a major change because it obviously has an impact on
the reliability of the aircraft. The operating procedures are
modified by need for turning the boost pump on and off. Failure to
do either task at the appropriate time can easily cause engine
stoppage or power reduction.
Perhaps more important is the long history of fuel system problems
leading to engine failures. All you need to do is pick a random
period in time and read the accident reports in the NTSB
database. You are sure to run into fuel system failures of all
sorts. These show up regularly in both experimental and part 23
aircraft, but the EXP-AB group seems to have an unusually high number
of these failures.
2. After reading this, I wouldn't even consider using Avemco to
insure a plane I owned. Besides their dishonorable decision to not
support this insured customer, they have a marketing model that
eliminates the insurance broker from the process. I understand
brokers play a very important role in keeping both the insurance
company and insured party reasonably in line.
I have little sympathy for insurance companies of any type who
happily take premiums and then take extraordinary steps to avoid
paying claims. This has been the general problem with health
insurance in the USA and apparently the aircraft insurance industry
also has a dismal record. While the fuel system changes here are
serious, I don't think that fact is so obvious that an insurance
company should use them to deny all coverage. I'll just bet they
didn't return the premiums either.
Paul
XL getting close
do not archive
At 11:15 PM 2/6/2009, you wrote:
| Quote: | OK GUYS, HERE IS THE ORIGINAL COURT TEXT,,, READ AND LEARN FROM IT !!!!!
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hills(at)sunflower.com
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| Posted: Sat Feb 07, 2009 6:39 am Post subject: a gentle suggestion |
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Paul;
You nailed it brother: insurance payouts go down, CEO bonus goes up.
The insurance company is not your friend Guys !!!!
Roger
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notsew_evets(at)frontiern
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| Posted: Sat Feb 07, 2009 9:14 am Post subject: a gentle suggestion |
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Right on Roger.
I stand by my statements about changing the propeller.
Insurance companies will fight hard NOT to pay out.
S.
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larry(at)macsmachine.com
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| Posted: Sat Feb 07, 2009 10:01 am Post subject: a gentle suggestion |
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One should not assume any engine reliability until it passes its flight
operation test requirements. I doubt any type certified
has an advantage on the auto conversion for reliability, but the
consistent installation requirements of type certified engines have
a serious advantage if the install is consistent with type certified
aircraft. There aren't many established
standards for the auto conversions. Ones that have sufficient history
for reliability are the Subaru EA81 and the EJ22.
Larry McFarland 601HDS at www.macsmachine.com
do not archive
Gig Giacona wrote:
| Quote: |
A type certified engine is assumed to be reliable. A auto conversion isn't or at least shouldn't be until tested.
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Afterfxllc(at)aol.com
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| Posted: Sat Feb 07, 2009 10:11 am Post subject: a gentle suggestion |
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I would think a good way to determine if a change is "Major" is to ask a IA or A&P if the change you are making would require a field approval on a certified aircraft. If the answer is yes it is a Major change.
I don't think a engine replacement is but that's not to say you shouldn't put it through it's paces around the patch for a few hours to be sure you didn't leave that bolt or nut loose. And for that matter I think the same should be done with any replacement regardless of certified or exp.
Jeff
| Quote: | One should not assume any engine reliability until it passes its flight
operation test requirements. I doubt any type certified
has an advantage on the auto conversion for reliability, but the
consistent installation requirements of type certified engines have
a serious advantage if the install is consistent with type certified
aircraft. There aren't many established
standards for the auto conversions. Ones that have sufficient history
for reliability are the Subaru EA81 and the EJ22.
Larry McFarland 601HDS at www.macsmachine.com
do not archive
Gig Giacona wrote:
| Quote: | --> Zenith-List message posted by: "Gig Giacona" <wrgiacona(at)gmail.com>
A type certified engine is assumed to be reliable. A auto conversion isn't or at least shouldn't be until tested.
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Great Deals on Dell Laptops. Starting at $499.
[quote][b]
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