Raimo, It's great to hear from you again! hope that your engine woes are
sorted and that we can look forward to more accounts of your fascinating
flying exploits.
Although there is always great sense in what you say, in this context I
would take a slightly different approach. I would say there are two
sorts of 'typical' - firstly the sort of accident where you walk away
---From it and don't need much in the way of help - or if you do then you
are in a state to work your mobile, or your PLB assuming you have landed
in orderly fashion either in mid ocean or in a remote part of Finland
(and there is plenty of that!). The other sort of typical is sadly the
sort of accident you do not walk away from and very few of those are
survived with or without an ELT. Sadly some 2% of us (i.e. GA pilots in
general) die from stall/spin accidents, entirely unsurviveable. My plea
would be for folk to address that possibility more seriously. Prevention
is the answer, not an ELT to get help more quickly after the event.
There are suggestions of how you can address this issue on the
(beautiful new) club website in the 'Flying' section.
Regards, David Joyce, GXSDJ
On 2017-11-01 18:29, Raimo Toivio wrote:
> Hi Jon,
>
> I do agree.
>
> One more thing: PLB must be launched manually, but ELT should work
> automatically
after your critical impact.
>
> Its easy to imagine a situation where you have no time to switch on your PLB
or you even forget to do it during your possible more or less panic situation
>
> (when trying to survive out from your disaster).
>
> Whats a typical accident? Its during take off or landing. If shit happens
> then,
PLB is useless!
>
> PLB is very nice when you happen to lose your engine in the high up altitude,
or have made a succesfull emergency landing to the remote
>
> (thats potential for me, here in Finland, which is practically empty [wolves
will not call emergency, they just eat you]).
>
> I love my PLB also because I fly regularly over the sea between Finland and
> Sweden.
That flight is 1 hour over open seawater without islands.
>
> Of course I fly high up using typically my very favourite FL69 (Swedish female
ATC love my request to use it and thats why I have no Turbo),
>
> but in the case _of silence_ with my best glide ratio (1:17, w featherable
> VSuperb
AirMaster), I am able to glide say practically about 35 km in theory.
>
> So, there is still a cap almost 200 km = 45 min when its easy to monitor your
engine and listen strange sounds...
>
> (in a real life I put my autopilot on and start to listen hi-fi music through
my HS800 via B&O and usually sleep say half an hour).
>
> I would like to say:
>
> ELT is essential and PLB is a nice extra...
>
> (isnt it strange that what older you are, that more you are thinking things
> like
that, should be vice versa...) Cheers,
> Raimo
> Finland
> OH-XRT
> The fastest Europa ever build
> (and only 4-seater)
>
> italianjon kirjoitti 1.11.2017 klo 17:30:
>
>>
>> Just to throw my thoughts on the ELT/PLB argument, as I have been debating
>> for
a while on whether to get one. This information came from a VERY reliable
source,
someone who is involved in the SAR industry.
>>
>> For the record I had just a PLB, but I now have both.
>>
>> With an ELT action will always be taken, and it will be immediate, as they
>> have
all information readily available through the registration authorities. On
a PLB, action will only be taken once it is a confirmed emergency.
>>
>> I have to admit I thought my leg was being pulled until I saw the forms. On
the ELT registration form that I completed, I only completed my details, and
that
was it. WIth the PLB form I had to complete the contact details of three
additional
people who know my movements and can be contacted in the event that
the PLB is activated.
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=474097#474097 [1]
Links:
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[1] http://forums.matronics.com/viewtopic.php?p=474097#474097
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