HR200 fuel cut-off
atceng, and any other operators of this aircraft, please take heed to the advice given. For those doubters, and any interested parties, please keep reading.
Back in the mid-90's, we were 'fortunate' enough to receive two brand new HR200-120B aircraft, one being the ex-demenstrator, G-BWFG. For the next two years, I was in constant, almost weekly, contact with the factory at Dijon-Darois regarding numerous issues, predominantly design issues. I even attended the factory and spoke to the Chief Engineer and the company Test Pilot (former ETPS attendee). Both were excuding non-stop gallic charm and suspicion (mai oui monsuier, but why don't you love our product). Through phone, fax and direct contact, the one issue I continually raised regarded the fuel cut-off.
You see, in those days, there was no guard cover over the fuel cut-off pull-knob, just a short piece of tell-tale wire. And, of course, it was in very close proximity to the carb heat knob.
Well, we found a major safety issue with this system when we carried out the first service after receiving these aircraft.
Pull the fuel cut-off to prevent draining the fuel tank while we dropped and inspected the gascolator. All OK, so reassemble the gascolator, and push the fuel cut-off knob back in and lock wire.
Head up the lower belly panel to have a look at everything...
The fuel cut-off valve was still off.
The bowden-type cable wasn't strong enough to push the valve back open, and the inner cable merely bent sideways.
An immediate panic call to the factory drew the response 'yes, we are aware of this issue and we are creating a Service Bulletin'. When I later visited the factory, I was shown the modification on their 2160 demonstrator.
It was the fitment of a guard cover over the fuel cut-off knob to prevent inadvertant operation.
Avions Pierre Robin treated the symptom, they did not cure the problem.
If any of you suspect that 'it has been sorted', sorry to dissapoint you. The reality is, if you operate the fuel cut-off knob in flight, you will have about 15 seconds of engine power left. This is approximately how long the fuel remaining in the float chamber will last. You have been advised.
And if any of you think I may be overstating this issue, please take a couple of minutes and find out what happened to our second HR 200, G-BWVG. In a nutshell, the student inadvertantly pulled the fuel cut-off, pushed it back in, and then, as originally intended, operated the carb heat. Unfortunately, the Instructor who was very young and fresh, hadn't been advised by the other more experienced instructors regarding the fuel cut-off. 15 seconds later, without any notice, the engine quit one mile from the field...at 800 feet. In the ensuing forced landing, the aircraft was completely written off. Most fortunately, both the student and the instructor walked away.
I am not being inventive, nor am I trying to be alarmist. atceng, the report you refer to should be debunked only at your peril. Sorry to sound so melodramatic, but I really don't want to read about another preventable accident.
camlobe