Post-Annual Flight

B A R R Y wrote:
Gig 601XL Builder wrote:


Inertia reel seat belts in cars are designed to lock only when
braking/stopping do to impact. Airplanes need support in multiple axis.

Check into that. I don't think it's true.

Cars roll over!


I just checked in my 2006 Honda Ridgeline. Slam on the gas and lean
forward no lock up of the inertia reel.

Tried to produce about the same but opposite "feel" braking and the reel
locked up.

So maybe I'm wrong but it is at least more effective in one vector than
it is in the other.

Gig,
I believe it locks based on the reel rotating quickly like a car - hence
the name inertia reel. Most newer cars however have much better seat
belts in general than the best belts in airplanes because they also use
a pre-tensioner that pulls the belt based on the car decelerating. The
problem with any inertia reel belt is that it's never really as tight as
one would like in an accident because it has to rotate to some degree
before it locks. Pretensioners helps minimize or even eliminate that
slack.
Dave
M35


Gig 601XL Builder wrote:
Newps wrote:


Gig 601XL Builder wrote:


Inertia reel seat belts in cars are designed to lock only when
braking/stopping do to impact. Airplanes need support in multiple axis.

What? I can get an inertia reel seatbelt for my Bo that is the same
as an auto seatbelt. And so cna many others.

http://www.alpha-aviation.com/page11.html



I didn't say you couldn't get an inertia reel seatbelt for you plane I
said it is different than the ones in cars. Those for a plane lock in
multiple axis of acceleration most of the ones in cars don't. Well let
me rephrase that last part, didn't as of the last time I messed with one.

Inertia reel seat belts in cars are designed to lock only when
braking/stopping do to impact. Airplanes need support in multiple axis.


Check into that. I don't think it's true.

Cars roll over!



I just checked in my 2006 Honda Ridgeline. Slam on the gas and lean
forward no lock up of the inertia reel.

Tried to produce about the same but opposite "feel" braking and the reel
locked up.

So maybe I'm wrong but it is at least more effective in one vector than
it is in the other.

Having fixed cars over the years I have seen plenty of auto seat belt
reels in various stages of disassembly.

There WAS an early design I saw that used a suspended weight. Decelerate
in any lateral direction and the weight would move and lock the reel.
Newer designs appear to have done away with that system, but they may
still be around. That one would likely not work well in a rolling auto
or airplane.

Newer designs use spinning weights driven outward by centrifugal force.
Does not matter what the attitude of the mechanism. Pull the belt out
quickly enough and it will lock. Many Pipers (including my 74 Cherokee
140) use this system.

Try your experiment in the Ridgeline slightly differently. Instead of
leaning forward, give the belt a quick tug when stepping on the gas.
Likely it will lock then. Who knows, maybe it is of a design that needs
physical deceleration of the locking unit (as opposed to the motion of
the belt).

Good Luck,
Mike

John Smith wrote:
In article V2Nvj.45695$9j6.39714@attbi_s22,
"Jay Honeck" wrote:


Considering that many of us are now
flying bonafide antique aircraft (Atlas is now 34 years old), these types of
choices are necessary for people of ordinary means to keep them in the air.


Its not an antique. its a classic.
It's not a classic, it's a contemporary.

"Margy Natalie" wrote in message
m...
John Smith wrote:
In article V2Nvj.45695$9j6.39714@attbi_s22,
"Jay Honeck" wrote:


Considering that many of us are now flying bonafide antique aircraft
(Atlas is now 34 years old), these types of choices are necessary for
people of ordinary means to keep them in the air.


Its not an antique. its a classic.
It's not a classic, it's a contemporary.

It's none of the above. There are no age classifications for aircraft other
than what aviation organizations come up with for judging purposes.

"Dave Stadt" wrote in
:


"Margy Natalie" wrote in message
m...
John Smith wrote:
In article V2Nvj.45695$9j6.39714@attbi_s22,
"Jay Honeck" wrote:


Considering that many of us are now flying bonafide antique
aircraft (Atlas is now 34 years old), these types of choices are
necessary for people of ordinary means to keep them in the air.


Its not an antique. its a classic.
It's not a classic, it's a contemporary.

It's none of the above. There are no age classifications for aircraft
other than what aviation organizations come up with for judging
purposes.




Like I said , it's a piper Cherokee.

Bertie

In article , wrote:

How often does an oil leak develop in flight?

Don't know. But I'd be willing to bet that it's more frequently
than a fuel leak.

Might as well do away with
the oil pressure guage by that reasoning.

Then you didn't understand the reasoning... or more accurately, I wasn't
clear.

btw - the oil pressure gauge works just fine. Determining fuel levels is
a significantly different challenge.

--
Bob Noel
(goodness, please trim replies!!!)

On Sat, 01 Mar 2008 09:34:35 -0500, Bob Noel
wrote:

In article , wrote:

How often does an oil leak develop in flight?

Don't know. But I'd be willing to bet that it's more frequently
than a fuel leak.

Oil leaks develop? I thought they were just a fact of life that was
always there.


Might as well do away with
the oil pressure guage by that reasoning.

Then you didn't understand the reasoning... or more accurately, I wasn't
clear.

btw - the oil pressure gauge works just fine. Determining fuel levels is
a significantly different challenge.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On Thu, 21 Feb 2008 06:12:32 -0700, Newps wrote:



Jay Honeck wrote:
And, in an incredible coincidence,
the right main gas tank gauge that had stopped working immediately after
some avionics work (the classic "maintenance-induced failure") last fall
turned out to be the float having fallen off the sending-unit arm,
rather than a gauge problem. Who'd a thunk?

This meant draining the tank (full, of course) into 5-gallon cans,
removing 8 jillion screws, disconnecting the fuel hose (dislocate wrist,
cut forearms), disconnecting the grounding wire (dislocate wrist, curse
inventor of flat-blade screw drivers), removing the tank, fishing the
float out of the tank, removing the sending unit, blah, blah, blah.
Reinstalling it was great, too, since the very last screw would not
thread into anything, and I had to start all over...



Nice design, Mr. Piper. Beech Bonanza you take off the access port on
the top of the wing to expose the top of the bladder where sender is

Yah, but changing one of those bladders is a real treat.

located. Remove 6 or 8 more screws and sender comes out. No need for
tank to be empty, down 5-10 gallons helpful. Sender out in 5 minutes.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Oil leaks develop? I thought they were just a fact of life that was
always there.

Ain't it the truth?

I've spent six years, and a fair number of AMUs, chasing "a" pesky oil leak
in our Lycoming O-540. Every time I think we've licked it, theres a new
drip somewhere else. It really is like owning an old Harley...
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"