Tachometer reading incorrect
Molesworth 1
I just saw the earlier post with the picture of your instrument panel. Why are you flying such a piece of ****e
Surely there must be rental airplanes that don't look like crash scene photo's, available for rent.
I just saw the earlier post with the picture of your instrument panel. Why are you flying such a piece of ****e
Surely there must be rental airplanes that don't look like crash scene photo's, available for rent.
Guest
Posts: n/a
Molesworth
When you have sorted out a new and better self fly hire company, you may wish to write up this defect in the tech log using words to the effect "tachometer reading outside the permitted range, do not fly until rectified."
It won't win you any friends, but that's what is needed.
When you have sorted out a new and better self fly hire company, you may wish to write up this defect in the tech log using words to the effect "tachometer reading outside the permitted range, do not fly until rectified."
It won't win you any friends, but that's what is needed.
Moderator
Yeah, I tend to agree with the remark about writing up planes with defects. That said, I rarely have. The reason being that I have never been in a stiuation where the operator of the plane was unwilling to rectify the defect as required (generally before the next flight, or at the next maintenance opportunity, as appropriate).
Assuring the safe flight of an aircraft is an attitude borne of a safe "culture". One indicator of that safe culture being in place is that a maintenance defect is rectified, or the aircraft grounded until it is. There are occasions where a flight would be undertaken with a known defect, but this would be with understanding of the defect, affect on the proposed flight, pilot skill, and the possible affect of changed conditions during the flight. Have I flown aircraft with defective primary instruments? Yes, but it was with full knowledge of the defect, and understanding how to safely work around it. There are "minor" defects which are just not worth the expense of rectifying on a lonely lake, 100 miles from anywhere.
But, that is not common to the general aviation rental environment. If you're simply renting a plane for an hour or two, you have a right to expect an aircraft which is airworthy for the intended flight. Yes, perhaps a nav light is not working, and not required for your planned day flight, but in that case, you are told that condition exists, so that you don't prolong your return into the night. But a tachometer should work right at all times - it is telling you about your operation of the aircraft relative to a limitaion of the operation!
So, be a courteous pilot first, and present your concern about a defect verbally if you can. If you are satisfied with the explanation, and are confident it will be addressed, you have held up your end of the safety culture responsibility. A write up might not be necessary, or might be done for you. If you doubt that anything will be done, then you should be writing it up, and looking for somewhere else to rent, where a better safety culture prevails. Writing up a defect as the first action should probably be reserved for situations where you are convinced that that is the only way to communicate the defect to the next pilot who might fly the plane. If you're taking that action, then a note in the instrument panel as a more "in your face" message, is also appropriate.
In the absence of a "Minimum Equipment List", which is not common to GA aircraft types, you, as the pilot are taking full responsibility for flying an aircraft with a defect known to you. It is your choice! No nav light for a day flight? Sure. No "wheel down" green light? No! It's the defect not known to you which is the problem for you, and responsibility of the preceding pilot, who suspected it, and did not assure that appropriate action was taken.
You're not going to crash a plane, because the tachometer does not work. But, there might be a much more serious accident one day, because someone else overspeeds the engine unknowingly, and then it later fails (by then, that tach could have been changed anyway!).
Airplanes generally don't crash because one thing was wrong, but when several little things wrong line up, you're at risk. They can line up wrong surprisingly quickly!
Pilot DAR
Assuring the safe flight of an aircraft is an attitude borne of a safe "culture". One indicator of that safe culture being in place is that a maintenance defect is rectified, or the aircraft grounded until it is. There are occasions where a flight would be undertaken with a known defect, but this would be with understanding of the defect, affect on the proposed flight, pilot skill, and the possible affect of changed conditions during the flight. Have I flown aircraft with defective primary instruments? Yes, but it was with full knowledge of the defect, and understanding how to safely work around it. There are "minor" defects which are just not worth the expense of rectifying on a lonely lake, 100 miles from anywhere.
But, that is not common to the general aviation rental environment. If you're simply renting a plane for an hour or two, you have a right to expect an aircraft which is airworthy for the intended flight. Yes, perhaps a nav light is not working, and not required for your planned day flight, but in that case, you are told that condition exists, so that you don't prolong your return into the night. But a tachometer should work right at all times - it is telling you about your operation of the aircraft relative to a limitaion of the operation!
So, be a courteous pilot first, and present your concern about a defect verbally if you can. If you are satisfied with the explanation, and are confident it will be addressed, you have held up your end of the safety culture responsibility. A write up might not be necessary, or might be done for you. If you doubt that anything will be done, then you should be writing it up, and looking for somewhere else to rent, where a better safety culture prevails. Writing up a defect as the first action should probably be reserved for situations where you are convinced that that is the only way to communicate the defect to the next pilot who might fly the plane. If you're taking that action, then a note in the instrument panel as a more "in your face" message, is also appropriate.
In the absence of a "Minimum Equipment List", which is not common to GA aircraft types, you, as the pilot are taking full responsibility for flying an aircraft with a defect known to you. It is your choice! No nav light for a day flight? Sure. No "wheel down" green light? No! It's the defect not known to you which is the problem for you, and responsibility of the preceding pilot, who suspected it, and did not assure that appropriate action was taken.
You're not going to crash a plane, because the tachometer does not work. But, there might be a much more serious accident one day, because someone else overspeeds the engine unknowingly, and then it later fails (by then, that tach could have been changed anyway!).
Airplanes generally don't crash because one thing was wrong, but when several little things wrong line up, you're at risk. They can line up wrong surprisingly quickly!
Pilot DAR
