REFLECTOR:Starting an argument

[Jim Sower]

<... I can't recall too many accident reports listing "poor access to throttle,
mixture, or prop controls" as a contributor to accidents in Experimental aircraft ...>

It seems to me that "... poor access ... contributing cause ..." would HAVE to
presuppose a seriously disabled or profoundly incompetent pilot in the left seat.  I
don't know of this ever occurring in the homebuilt community (it would be nit picking
to describe Denver in those terms :o).  I am OK assuming that it has happened
sometime, somewhere in GA, etc (like Doris Day or whoever recovering that 747 in the
movie).

My own reality is that if my wife or the vast majority of other right seat occupants
in my Velocity worked really REALLY hard, they could become "... very marginal ..."
pilots.  In the event of my untimely demise, they could not benefit much from access
to mixture or gear handle or probably transmit capability.  They would have easy
access to the stick, adequate access to the mag switches and maybe a streeeeetched one
or possibly two throttle adjustment(s)  at some distance from the landing site.  They
could shut the engine down close to the runway and a gear up landing is very much in
their best interest (far and away the shortest stopping distance).

Squawk mayday, look at the GPS, steer as best they can to the best prepared surface
they can find, turn off the motor and crash as gently as possible.

Don't know how much more I could ask .... Jim S.

PS
<... I were an instructor teaching a primary student in a Velocity ...>
Don't know exactly what you mean by "primary" student, but I would NEVER put an
unlicensed pilot in the left seat of MY Velocity.  Not for love nor money.  And the
licensed guys would be VERY well briefed and adequately experienced in other
airplanes.  I would do instruments or commercial training with just the stick and
switch since I'm confident I could recover just fine that way if the student stroked
out (I could find a knee board or pencil or flashlight or something to lower the gear
:o).


Scott Baker wrote:

> ----- Original Message -----
> From: "Scott" <scott@tnstaafl.net>
> To: <reflector@tvbf.org>
> Sent: Thursday, December 18, 2003 6:17 PM
> Subject: RE: Dual Throttles: Re: REFLECTOR:Slaved Throttle Quads
>
> > I agree, just a dual throttle would get you most of the way for emergency
> > flying.
> >
> > Every spam can I have flown has the throttle, mixture, prop, gear, flaps,
> > trim and yoke within  easy distance from either left or right,  with the
> > left having the easiest access.
> >
> > I think the control placement of experimental's that don't do this
> > contribute to the poor safety record we are known for.
>
> Scott,
> I know about the John Denver "can't reach the fuel selector valve" placement
> accident - but I can't recall too many accident reports listing "poor access
> to throttle, mixture, or prop controls" as a contributor to accidents in
> Experimental aircraft.  Centered (shared - easy access to the copilot)
> controls are logical - but I don't think they are significant to the
> operating safety of Velocity aircraft.  What concerns there are, are almost
> fully (what's the word ...) mitigated by adding a second throttle on the
> copilot side.  The cabin width is such (even though it's a pain in the rear
> to do this on a regular basis) that either pilot can reach across the
> instrument panel to operate controls and switches.  If I were an instructor
> teaching a primary student in a Velocity, I would want full and easy to
> reach flight and engine controls.  This situation, as you can imagine,
> doesn't often come about.  I'd have no problem teaching instrument or
> commercial training with just the throttle on the right side.
> Warmest holiday greetings!
> Scott B.
>
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--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T