Hi Guys
I normally switch on my dedicated CB for the waist gate servo as part of my
check list as soon as I get in the cockpit, But on one occasion because I
was distracted by
Ground crew I totally forgot to check,
Half way down the runway gets a loud over boost warning from the Dynon EMS
10
Pulled the power back and hit the CB, then climbed away normally,
I did check the data log for the Rotax ECU after in case it had logged the
incident
But all limits were within parameters,
ivor
On 16 July 2012 17:15, Frans Veldman <frans@privatepilots.nl> wrote:
>
> On 07/16/2012 04:11 PM, Gilles Thesee wrote:
>
> > As a flight instructor and Rotax 914 homebuilder and flyer, I would
> > strongly insist on monitoring engine parameters (viz manifold pressure
> > and rpm) when setting takeoff/go around power. It is naturally easier
> > with conventional gauges with clear legal redlines : one gets quickly
> > used to watch the needles reaching the redline from the corner of one's
> > eye.
>
> I have quite a few instruments in my modified full width panel. But the
> upper three holes are occupied by three conventional gauges: 1) the
> manifold pressure, 2) the fuel pressure, 3) the RPM gauge.
>
> These are the only instruments I monitor briefly during the T/O. And as
> you say, a needle in some colored zone in a familiar angle can be
> absorbed in the blink of an eye, much faster than reading a number and
> interpreting its value.
>
> Other instruments are located further down in the panel. Issues like
> overtemperatures or even loss of oil pressure can wait until at least a
> survivable altitude has been reached.
>
> Further I agree that during a go around it is the worst time to have a
> failure of something. I don't think you can safeguard against anything.
> A warning light or buzzer would be meaningless in such a situation,
> unless of course the go around is optional, but then what was the
> purpose of the go around anyway?
>
> The only time I executed a go around was when I was on an announced
> short final upwind, while suddenly a twin engine aircraft emerged over
> the top of the hill and decided to perform a downwind landing on the
> same runway. Not sure what I would have done during an overboost, but
> probably I would have opted to get out of there anyway. I don't remember
> looking at the gauges I have to admit. Just what I said, some risks are
> unavoidable.
>
> Frans
>
>
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