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Aeronautical idiosyncrasies

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fly4grins(at)gmail.com
Guest

Posted: Mon Jul 07, 2014 11:49 pm Post subject: Aeronautical idiosyncrasies

 	  Quote: 	
		   

 

 >Re:

 >

 >=C2  =C2 Yes, attention has been paid to human factors

 >=C2  =C2 in cockpit design and layout since day-one . . .

 >

 >Just as a curious data point, in the WWII plane

 >I fly on the side throttles forward is more

 >power, props forward is more power, blowers

 >forward is more power, mixtures forward is

 >suddenly silent. =C2 Every departure requires a

 >quiet moment reviewing the several gotchas in

 >the cockpit lest reflex cause a debacle.

 

      Interesting! I've never encountered a 'variance'

      with so much perceived significance and

      potential risk.

 

      Which airplane?

 

 

    Bob . . 	
 

[quote]Lockheed PV-2 Harpoon.  There are other issues, as well... Alternate air forward is hot, and the landing gear and flap levers are identical and symmetrically located.  Keeps you on your toes!

 [b]

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BobsV35B(at)aol.com
Guest

Posted: Tue Jul 08, 2014 6:21 am Post subject: Aeronautical idiosyncrasies

Good Morning All, 

  

 Such was not uncommon before and during WWII. 

  

 United Air Lines had a fleet of 95 DC-3s when I started working for them.  All of our DC-3s had the mixture full aft for auto rich and full forward for  idle cutoff. We also had four C-47s purchased post WWII to use as cargo liners  and pilot trainers. They had the mixture the other way around. Some of our DC-4s  had Fuel Tank valves that moved on or off in a direction opposite to other DC-4s  in the fleet. 

  

 Such odd setups moved into the Jet Fleets as well Many DC-8s were built  such that all switches on the over head panel were forward for on while other  DC-8s had the same switches oriented so that aft was on. 

  

 As long as the pilots were properly trained to be ready for the difference  it was not a big problem. Occasional mistakes were made, but an awareness of the  possibilty alllowed for quick remediation. <G>

  

 Sometimes it pays to be a little hesitant before taking action without  thought!

  

 Happy Skies,

  

 Old Bob

  

  In a message dated 7/8/2014 2:50:07 A.M. Central Daylight Time,  fly4grins(at)gmail.com writes:

  	  Quote: 	
		               	  Quote: 	
		  



 	  Quote: 	
		  Re:



=C2       =C2 Yes, attention has been paid to human factors

=C2  =C2      in cockpit design and layout since day-one . . .



Just as a      curious data point, in the WWII plane

I fly on the side throttles      forward is more

power, props forward is more power,      blowers

forward is more power, mixtures forward is

suddenly      silent. =C2 Every departure requires a

quiet moment reviewing the      several gotchas in

the cockpit lest reflex cause a      debacle.


	


     Interesting! I've never encountered a      'variance'

     with so much perceived significance      and

     potential risk.



     Which      airplane?

   Bob . . 	
    

    	  Quote: 	
		  Lockheed      PV-2 Harpoon.  There are other issues, as well... Alternate air forward      is hot, and the landing gear and flap levers are identical and symmetrically      located.  Keeps you on your toes!





	
	


 [quote][b]

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decaclops(at)gmail.com
Guest

Posted: Fri Jul 11, 2014 9:10 am Post subject: Aeronautical idiosyncrasies

I recently inspected an RV-6A with a vertical engine control setup 

running from panel to fuel selector. This is per plans, though many have 

dispensed with it and arranged their controls horizontally along the 

bottom of the panel. This one had throttle at the top and mixture at the 

bottom with carb heat in between. I noticed the non-standard setup and 

it still got me. I did a run up and the engine quit when I thought I was 

actuating carb heat. I'm sure it never happens to the owner because he's 

used to it. A new owner would have to be wary until he got used to it.

I was once working on a one-off motorglider that had yet to fly and 

found throttle, prop, and mixture all rigged backwards. People don't 

always put a lot of thought into what they do. Best to be wary in a new 

to you experimental. Remember the non-standard placement of fuel 

selector (along with poor condition of same) that contributed to John 

Denver's demise.

Ed Holyoke

On 7/8/2014 12:48 AM, GLEN MATEJCEK wrote:

 	  Quote: 	

      >Re:

      >

      >=C2  =C2 Yes, attention has been paid to human factors

      >=C2  =C2 in cockpit design and layout since day-one . . .

      >

      >Just as a curious data point, in the WWII plane

      >I fly on the side throttles forward is more

      >power, props forward is more power, blowers

      >forward is more power, mixtures forward is

      >suddenly silent. =C2 Every departure requires a

      >quiet moment reviewing the several gotchas in

      >the cockpit lest reflex cause a debacle.

           Interesting! I've never encountered a 'variance'

           with so much perceived significance and

           potential risk.

           Which airplane?

         Bob . .

     Lockheed PV-2 Harpoon.  There are other issues, as well... Alternate

     air forward is hot, and the landing gear and flap levers are

     identical and symmetrically located.  Keeps you on your toes!

 *

 *

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