Hi
Just checked the 172R manual from Feb 2000. The internal door handle
has 3
positions ' open, close and lock. The check list calls for doors to
be
locked prior to flight. The forced lading check list calls for =91doors
to be
unlatched prior to touch down=92.
It all adds an interesting extra task at 100 feet after take off when it
all
goes quiet!
Pete
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Karl Heindl
Sent: 18 November 2009 15:13
Subject: RE: Europa-List: Door locked inflight by pip-pins.
Raimo,
Yes, I accept your reasoning, and I am surprised to read that Cessnas
have
internal locks. Their checklists probably say to not have them locked on
takeoff and landing. My PFA inspector would not have approved the mod,
although, my passenger door does have a pip pin lock for locking on the
ground only. Of course, if I were to end up inverted, which is very
likely
in a trigear, in an otherwise successful emergency landing, it wouldn't
make
any difference whether doors were locked or not, as the doors couldn't
be
opened anyway, except with brute force. I keep meaning to get one of
those
emergency exit hammers just for that nightmare situation, and to reroute
the
fuel vent to the bottom of the fuselage.
Regarding CO alarms, I can only recommend one which shows any presence
of
the gas in ppm, and with a high pitched alarm when a safe figure and/or
duration is exceeded. You can get them in any hardware store.
I had a case not long ago, when a loose exhaust pipe caused some carbon
monoxide to leak into the cabin. On the other hand, it also confirmed
that
fumes which sometimes enter via the flap slots on landing did not
register
on the instrument.
Karl
_____
From: raimo.toivio@rwm.fi
Subject: Europa-List: Door locked inflight by pip-pins.
Date: Wed, 18 Nov 2009 12:20:53 +0200
"Are you serious ? In an accident, how would a potential rescuer get the
doors open ?"
Karl,
I understand your point but I have thought it very carefully and I am
very
serious and happy with my always locked doors when inflight (I have
pip-pins
both side)!
The risks of the unlocked doors when inflight are heavier than the risks
of
the pip-pin locked doors when crash landed.
Consider this:
1) An unthinking passenger can easily lift the lever and ask "what is
this?". Shit happens, really.
The pip pin prevents accidents like this - a pilot has more time to
react
and say no no no.
The function of the pip-pin is in this case to be a retarder!
2) Pilots=B4s or co-pilot=B4s sleeve could easily lift the lever by
accident -
pip pin prevents this.
The guard alone is good but not 100% guaranteed. The function of the
pip-pin
is in this case to be a safety catch.
3) Passenger side=B4s pip-pin is a good, simple and effective door lock
when
grounded.
The function of the pip-pin is in this case to be just a lock.
4) I have in my POH: before emergency landing remove door pip-pins.
5) In the case of emergency landing and the doors are still locked: do
you
really think it is difficult to open the door? Just kick the window and
it
is gone, surely! For "potential rescuer" it is not a problem at all! It
is
the smallest worry in this case! Those pip-pins are clearly visible and
understandable.
BTW both of the C172=B4s doors are inflight lockable. I know some
people lock
them and some do not. I locked them always when flying but that was for
personal comfort only. When locked the lever was levelled and the
armrest
was usable. I am not sure what do they say in Cessnas POH - my guess is
"do
open the door locks before landing".
Karl, do you accept my (serious) points?
Would you like to see the pick of my pip-pin equipped door lever guards?
Raimo OH-XRT
lectric.com
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