Today's Message Index:
----------------------
1. 06:58 AM - NEVER AGAIN, Carbon Monoxide (Frank Haertlein)
2. 07:52 AM - Re: NEVER AGAIN, Carbon Monoxide (Ernest Martinez)
3. 08:14 AM - Re: NEVER AGAIN, Carbon Monoxide (ADE)
4. 08:31 AM - Re: NEVER AGAIN, Carbon Monoxide (Roger Kemp)
5. 08:39 AM - Re: NEVER AGAIN, Carbon Monoxide (Roger Kemp)
6. 09:38 AM - The List of Contributors Coming Soon - Make Sure You're Listed! (Matt Dralle)
7. 12:33 PM - ARS '05 DVD - getting closer... (Barry Hancock)
8. 02:24 PM - Re: NEVER AGAIN, Carbon Monoxide (Ernest Martinez)
9. 05:07 PM - Strong 'chutes (Craig Payne)
10. 05:10 PM - More Bad News for T-34's (Craig Payne)
11. 06:02 PM - Re: Strong 'chutes (A. Dennis Savarese)
12. 08:41 PM - Re: More Bad News for T-34's (Roger Kemp)
13. 08:42 PM - Re: Strong 'chutes (Roger Kemp)
Message 1
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| Subject: | NEVER AGAIN, Carbon Monoxide |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Carbon Monoxide in the cockpit
( http://www.aopa.org/epilot/redir.cfm?adid=7911 ).
Or read it below.
Excerpted from AOPA's NEVER AGAIN Online..........................
Never Again Online
That queasy feeling
BY C. EDWARD YOUNG
She was a beautiful little 1963 Piper Cherokee 180. I watched her being
meticulously rebuilt by our FBO.
At the time, I was based in Liberal, Kansas, and doing a fair amount of work
for a nonprofit organization on the weekends. On this particular weekend,
there was a meeting in a small town fairly close to Kansas City, Kansas. So,
I decided to fly there in our Cherokee to visit family on Friday night and
hop over to Eureka, Kansas, on Saturday morning.
The flight from Liberal Municipal Airport to New Century Aircenter was
relatively quick at 2.6 hours in the air with a groundspeed of 117 knots.
The trip was uneventful. During my postflight, however, I forgot to turn off
the master switch. This was an unusual oversight, and I did not notice the
brightly lit Garmin GNS 430 when I climbed across the airplane and locked it
up.
The next morning I found the battery dead. I went ahead with the preflight
and fueled the airplane at the self-serve pump. I noticed that the engine
was a quart and a half low on oil, but still within operating parameters.
When the FBO opened, I bought a couple of quarts of oil and they gave the
airplane a jump-start. The engine turned right over. We talked for a couple
of minutes about the airplane burning excessive oil and the new carbon
residue on the left side of the cowling. After a sincere "thanks," I got in
the airplane and flew to Eureka.
I filed a flight plan and engaged the services of flight following to Eureka
Municipal Airport. Air traffic control (ATC) turned me loose about 10 miles
from my destination. Although I was on my course and heading, I started to
doubt myself and wondered whether I had passed the airport. I began to scan
for any landmark to match my sectional chart, and I recall feeling very
lost. After 20 minutes of flying a strange left-hand search pattern, I
remembered that I could use the Nearest function on the 430. Sure enough, I
was still within 10 miles of Eureka. It took me one hour and 25 minutes to
fly the 45-minute trip.
The meeting included eating lunch at a greasy spoon. I wasn't feeling real
well, but the barbecue was amazing. The rest of the meeting was uneventful,
except that my stomach was queasy. I flew back to New Century in 54 minutes.
When I got out of the cockpit, I recall feeling lightheaded and queasy. I
made sure the master switch was off and asked the FBO to secure the
airplane. I ran to the restroom and was sick. I sat at the FBO for 30
minutes trying to collect myself. I was convinced that I had either food
poisoning from the greasy spoon or the flu. I slept 18 hours that night.
At 2:30 p.m. on Sunday, I went back to New Century for the long flight home.
During preflight, I noticed that the carbon residue, which I had attributed
to the engine burning excessive oil, was gone. A check of the oil revealed
that I had used less than half a quart the day before. My windshield was
clean and my gas tanks were full. I settled my account with the attendant,
who said he had cleaned the airplane's cowling for me. I was impressed by
the service and said another sincere "thanks."
It was possible to make the flight from New Century to Liberal nonstop with
sufficient reserves. According to my preflight calculations, I would make it
well into western Kansas without having to stop for gas. If conditions
changed, there were several airports along the way with self-service pumps
or Sunday hours. I filed a flight plan and requested flight following upon
departure.
The first segment of the flight, along Interstate 35 to Emporia, was
uneventful. There were plenty of landmarks, the CD player was working great,
and there was little traffic on the frequency. Kansas City Center handed me
off to Wichita Approach just after I passed Emporia. About 10 minutes after
the handoff, Wichita contacted me and asked if I intended to change
destinations. "No," I responded. My first thought was that the traffic was
so light that the controller was bored. I noticed that I was off the magenta
line on the GPS and about 1,000 feet higher than I intended to be. The
controller indicated that he was curious because I was off course and it
looked like I was headed to Wichita. He suggested a course correction. I
remember thinking that he should try flying against this crazy wind. The
headwind was about 10 degrees off my course and I - or rather, the airplane
- was turned directly into the wind.
The next radio call from ATC came just 10 minutes later. The controller
noticed that I had changed course initially, but that my altitude was
varying greatly and I was again heading toward Wichita. I remember being
annoyed with this controller who was interrupting my perfectly lovely VFR
flight. Again, I changed course and corrected my altitude.
The third call came just five minutes later. The controller noticed that I
was 2,000 feet high and headed directly toward Wichita. As I was talking to
the controller I heard a loud boom and smoke filled the cabin. Apparently,
the controller also heard the noise, because he interrupted a fascinating
slideshow of my life passing before my eyes. With a calm and reassuring
voice he asked, "Is everything OK?" I think my voice was calm as I reported
that I was experiencing a substantial vibration and there was smoke in the
cabin.
Immediately, Wichita gave me a half-dozen options for airports, including
abandoned airports, private strips, and other areas to land. Fortunately, I
was only a few miles from the Hutchinson Municipal Airport. I adjusted my
pitch for best-glide speed and throttled back, assuming the engine was going
to be out of commission. There was no sign of smoke or fire. When I
throttled back, the vibration reduced. I told Wichita that I was going to
try to make it to Hutchinson, which was about 20 miles from my position.
Wichita handed me off to Hutchinson Tower.
Hutchinson Tower asked if I needed any additional information or assistance.
The airplane felt like it was under control at that point. I told them, "Not
at this time." The Tower cleared all traffic and helped make the landing
uneventful, providing constant communication with a calm and professional
demeanor. Of course, the greeting on the ramp was far from uneventful. There
were fire trucks and an ambulance and a whole lot of people staring at me
from the restaurant. At first, the fire crew and I could not determine what
caused the vibration and the smoke. After we had been looking at the engine
for about 10 minutes, it became crystal clear. The port-side exhaust pipe
was separated from the muffler. The starboard-side exhaust pipe was
shattered. It is impossible to say what caused the malfunction: a hard
landing, an overtightened clamp, an invisible crack, or a dozen other
reasons. It is sufficient to know that when the exhaust system is not
working properly, bad things can happen.
I know the symptoms of carbon monoxide poisoning. I was an EMT (emergency
medical technician) and firefighter and once suffered carbon monoxide
poisoning after fighting a fire, while sitting in an old command vehicle on
fire watch. The old truck was poorly ventilated and had a small crack in its
exhaust. Even with my medical training and a history with the silent killer,
I almost became a victim during this flight.
The leading symptoms of carbon monoxide poisoning are a headache, dizziness,
fatigue, and nausea. The brain is slowly deprived of oxygen, so confusion
and disorientation are common side effects, as well. The gas is odorless and
tasteless. Prolonged exposure can result in unconsciousness and death.
During my first exposure with carbon monoxide poisoning, the other
firefighter and I both reported feeling "a happy drunk." Nausea did not
occur until fresh air was encountered. My second exposure - in Eureka - was
very similar.
I've seen NTSB reports that have cited failure of ATC to communicate with
the pilot as a contributing factor of the accident. Well, the entire reason
that I am alive today is thanks to a controller who took an interest in a
VFR flight that was off course.
I will never again ignore the signs of carbon monoxide - carbon residue
evident anywhere out of the normal parameters - nor will I ever again ignore
the symptoms of carbon monoxide poisoning. In many single-engine airplanes
we are sitting just inches from the exhaust system. Carbon monoxide is a
real threat. I will never again fly in an airplane that does not have a
carbon monoxide detector.
----
C. Edward Young, AOPA 4832420, is the director of the Aviation Division for
the Kansas Department of Transportation and a private pilot who has been
flying for four years, acquiring 300 hours.
Message 2
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| Subject: | Re: NEVER AGAIN, Carbon Monoxide |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
I just realized something, after reading this.
There was this tremendously long thread regarding CO in the cockpit,
how it ingresses the cockpit, aerodynamic analysis, low speed vs high
speed, high alpha, low alpha, and all sorts of suggestions on how to
plug up the gaps.
Has anyone bothered wearing a Pulse Oximeter, to see how much O2 a
person is getting while flying? As long as you're getting an adequate
blood/O2 level then I would presume that there is enough fresh air in
the cockpit, and everything else is moot.
Ernie
On 11/26/05, Frank Haertlein <yak52driver@earthlink.net> wrote:
> --> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
>
> Carbon Monoxide in the cockpit
>
> ( http://www.aopa.org/epilot/redir.cfm?adid=7911 ).
>
> Or read it below.
> Excerpted from AOPA's NEVER AGAIN Online..........................
>
>
> Never Again Online
> That queasy feeling
> BY C. EDWARD YOUNG
>
> She was a beautiful little 1963 Piper Cherokee 180. I watched her being
> meticulously rebuilt by our FBO.
>
> At the time, I was based in Liberal, Kansas, and doing a fair amount of work
> for a nonprofit organization on the weekends. On this particular weekend,
> there was a meeting in a small town fairly close to Kansas City, Kansas. So,
> I decided to fly there in our Cherokee to visit family on Friday night and
> hop over to Eureka, Kansas, on Saturday morning.
>
> The flight from Liberal Municipal Airport to New Century Aircenter was
> relatively quick at 2.6 hours in the air with a groundspeed of 117 knots.
> The trip was uneventful. During my postflight, however, I forgot to turn off
> the master switch. This was an unusual oversight, and I did not notice the
> brightly lit Garmin GNS 430 when I climbed across the airplane and locked it
> up.
>
> The next morning I found the battery dead. I went ahead with the preflight
> and fueled the airplane at the self-serve pump. I noticed that the engine
> was a quart and a half low on oil, but still within operating parameters.
> When the FBO opened, I bought a couple of quarts of oil and they gave the
> airplane a jump-start. The engine turned right over. We talked for a couple
> of minutes about the airplane burning excessive oil and the new carbon
> residue on the left side of the cowling. After a sincere "thanks," I got in
> the airplane and flew to Eureka.
>
> I filed a flight plan and engaged the services of flight following to Eureka
> Municipal Airport. Air traffic control (ATC) turned me loose about 10 miles
> from my destination. Although I was on my course and heading, I started to
> doubt myself and wondered whether I had passed the airport. I began to scan
> for any landmark to match my sectional chart, and I recall feeling very
> lost. After 20 minutes of flying a strange left-hand search pattern, I
> remembered that I could use the Nearest function on the 430. Sure enough, I
> was still within 10 miles of Eureka. It took me one hour and 25 minutes to
> fly the 45-minute trip.
>
> The meeting included eating lunch at a greasy spoon. I wasn't feeling real
> well, but the barbecue was amazing. The rest of the meeting was uneventful,
> except that my stomach was queasy. I flew back to New Century in 54 minutes.
> When I got out of the cockpit, I recall feeling lightheaded and queasy. I
> made sure the master switch was off and asked the FBO to secure the
> airplane. I ran to the restroom and was sick. I sat at the FBO for 30
> minutes trying to collect myself. I was convinced that I had either food
> poisoning from the greasy spoon or the flu. I slept 18 hours that night.
>
> At 2:30 p.m. on Sunday, I went back to New Century for the long flight home.
> During preflight, I noticed that the carbon residue, which I had attributed
> to the engine burning excessive oil, was gone. A check of the oil revealed
> that I had used less than half a quart the day before. My windshield was
> clean and my gas tanks were full. I settled my account with the attendant,
> who said he had cleaned the airplane's cowling for me. I was impressed by
> the service and said another sincere "thanks."
>
> It was possible to make the flight from New Century to Liberal nonstop with
> sufficient reserves. According to my preflight calculations, I would make it
> well into western Kansas without having to stop for gas. If conditions
> changed, there were several airports along the way with self-service pumps
> or Sunday hours. I filed a flight plan and requested flight following upon
> departure.
>
> The first segment of the flight, along Interstate 35 to Emporia, was
> uneventful. There were plenty of landmarks, the CD player was working great,
> and there was little traffic on the frequency. Kansas City Center handed me
> off to Wichita Approach just after I passed Emporia. About 10 minutes after
> the handoff, Wichita contacted me and asked if I intended to change
> destinations. "No," I responded. My first thought was that the traffic was
> so light that the controller was bored. I noticed that I was off the magenta
> line on the GPS and about 1,000 feet higher than I intended to be. The
> controller indicated that he was curious because I was off course and it
> looked like I was headed to Wichita. He suggested a course correction. I
> remember thinking that he should try flying against this crazy wind. The
> headwind was about 10 degrees off my course and I - or rather, the airplane
> - was turned directly into the wind.
>
> The next radio call from ATC came just 10 minutes later. The controller
> noticed that I had changed course initially, but that my altitude was
> varying greatly and I was again heading toward Wichita. I remember being
> annoyed with this controller who was interrupting my perfectly lovely VFR
> flight. Again, I changed course and corrected my altitude.
>
> The third call came just five minutes later. The controller noticed that I
> was 2,000 feet high and headed directly toward Wichita. As I was talking to
> the controller I heard a loud boom and smoke filled the cabin. Apparently,
> the controller also heard the noise, because he interrupted a fascinating
> slideshow of my life passing before my eyes. With a calm and reassuring
> voice he asked, "Is everything OK?" I think my voice was calm as I reported
> that I was experiencing a substantial vibration and there was smoke in the
> cabin.
>
> Immediately, Wichita gave me a half-dozen options for airports, including
> abandoned airports, private strips, and other areas to land. Fortunately, I
> was only a few miles from the Hutchinson Municipal Airport. I adjusted my
> pitch for best-glide speed and throttled back, assuming the engine was going
> to be out of commission. There was no sign of smoke or fire. When I
> throttled back, the vibration reduced. I told Wichita that I was going to
> try to make it to Hutchinson, which was about 20 miles from my position.
> Wichita handed me off to Hutchinson Tower.
>
> Hutchinson Tower asked if I needed any additional information or assistance.
> The airplane felt like it was under control at that point. I told them, "Not
> at this time." The Tower cleared all traffic and helped make the landing
> uneventful, providing constant communication with a calm and professional
> demeanor. Of course, the greeting on the ramp was far from uneventful. There
> were fire trucks and an ambulance and a whole lot of people staring at me
> from the restaurant. At first, the fire crew and I could not determine what
> caused the vibration and the smoke. After we had been looking at the engine
> for about 10 minutes, it became crystal clear. The port-side exhaust pipe
> was separated from the muffler. The starboard-side exhaust pipe was
> shattered. It is impossible to say what caused the malfunction: a hard
> landing, an overtightened clamp, an invisible crack, or a dozen other
> reasons. It is sufficient to know that when the exhaust system is not
> working properly, bad things can happen.
>
> I know the symptoms of carbon monoxide poisoning. I was an EMT (emergency
> medical technician) and firefighter and once suffered carbon monoxide
> poisoning after fighting a fire, while sitting in an old command vehicle on
> fire watch. The old truck was poorly ventilated and had a small crack in its
> exhaust. Even with my medical training and a history with the silent killer,
> I almost became a victim during this flight.
>
> The leading symptoms of carbon monoxide poisoning are a headache, dizziness,
> fatigue, and nausea. The brain is slowly deprived of oxygen, so confusion
> and disorientation are common side effects, as well. The gas is odorless and
> tasteless. Prolonged exposure can result in unconsciousness and death.
> During my first exposure with carbon monoxide poisoning, the other
> firefighter and I both reported feeling "a happy drunk." Nausea did not
> occur until fresh air was encountered. My second exposure - in Eureka - was
> very similar.
>
> I've seen NTSB reports that have cited failure of ATC to communicate with
> the pilot as a contributing factor of the accident. Well, the entire reason
> that I am alive today is thanks to a controller who took an interest in a
> VFR flight that was off course.
>
> I will never again ignore the signs of carbon monoxide - carbon residue
> evident anywhere out of the normal parameters - nor will I ever again ignore
> the symptoms of carbon monoxide poisoning. In many single-engine airplanes
> we are sitting just inches from the exhaust system. Carbon monoxide is a
> real threat. I will never again fly in an airplane that does not have a
> carbon monoxide detector.
>
>
> ----
>
>
> C. Edward Young, AOPA 4832420, is the director of the Aviation Division for
> the Kansas Department of Transportation and a private pilot who has been
> flying for four years, acquiring 300 hours.
>
>
Message 3
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| Subject: | Re: NEVER AGAIN, Carbon Monoxide |
--> Yak-List message posted by: ADE <coolade@cox.net>
I put mine on a string around my neck and flew most flight regimes, had
a serious problem with CO above 80% on initial test, found several
leaks in exhaust connections and point where smoke system was installed
in manifold. After correction CO dropped to zero in normal flight
regimes except on the ground with canopy open, there were measurable CO
in cruise (15-17 ppm) with canopy open.
On Nov 26, 2005, at 9:52 AM, Ernest Martinez wrote:
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> I just realized something, after reading this.
>
> There was this tremendously long thread regarding CO in the cockpit,
> how it ingresses the cockpit, aerodynamic analysis, low speed vs high
> speed, high alpha, low alpha, and all sorts of suggestions on how to
> plug up the gaps.
>
> Has anyone bothered wearing a Pulse Oximeter, to see how much O2 a
> person is getting while flying? As long as you're getting an adequate
> blood/O2 level then I would presume that there is enough fresh air in
> the cockpit, and everything else is moot.
>
> Ernie
>
> On 11/26/05, Frank Haertlein <yak52driver@earthlink.net> wrote:
>> --> Yak-List message posted by: "Frank Haertlein"
>> <yak52driver@earthlink.net>
>>
>> Carbon Monoxide in the cockpit
>>
>> ( http://www.aopa.org/epilot/redir.cfm?adid=7911 ).
>>
>> Or read it below.
>> Excerpted from AOPA's NEVER AGAIN Online..........................
>>
>>
>>
>>
>> Never Again Online
>> That queasy feeling
>> BY C. EDWARD YOUNG
>>
>> She was a beautiful little 1963 Piper Cherokee 180. I watched her
>> being
>> meticulously rebuilt by our FBO.
>>
>> At the time, I was based in Liberal, Kansas, and doing a fair amount
>> of work
>> for a nonprofit organization on the weekends. On this particular
>> weekend,
>> there was a meeting in a small town fairly close to Kansas City,
>> Kansas. So,
>> I decided to fly there in our Cherokee to visit family on Friday
>> night and
>> hop over to Eureka, Kansas, on Saturday morning.
>>
>> The flight from Liberal Municipal Airport to New Century Aircenter was
>> relatively quick at 2.6 hours in the air with a groundspeed of 117
>> knots.
>> The trip was uneventful. During my postflight, however, I forgot to
>> turn off
>> the master switch. This was an unusual oversight, and I did not
>> notice the
>> brightly lit Garmin GNS 430 when I climbed across the airplane and
>> locked it
>> up.
>>
>> The next morning I found the battery dead. I went ahead with the
>> preflight
>> and fueled the airplane at the self-serve pump. I noticed that the
>> engine
>> was a quart and a half low on oil, but still within operating
>> parameters.
>> When the FBO opened, I bought a couple of quarts of oil and they gave
>> the
>> airplane a jump-start. The engine turned right over. We talked for a
>> couple
>> of minutes about the airplane burning excessive oil and the new carbon
>> residue on the left side of the cowling. After a sincere "thanks," I
>> got in
>> the airplane and flew to Eureka.
>>
>> I filed a flight plan and engaged the services of flight following to
>> Eureka
>> Municipal Airport. Air traffic control (ATC) turned me loose about 10
>> miles
>> from my destination. Although I was on my course and heading, I
>> started to
>> doubt myself and wondered whether I had passed the airport. I began
>> to scan
>> for any landmark to match my sectional chart, and I recall feeling
>> very
>> lost. After 20 minutes of flying a strange left-hand search pattern, I
>> remembered that I could use the Nearest function on the 430. Sure
>> enough, I
>> was still within 10 miles of Eureka. It took me one hour and 25
>> minutes to
>> fly the 45-minute trip.
>>
>> The meeting included eating lunch at a greasy spoon. I wasn't feeling
>> real
>> well, but the barbecue was amazing. The rest of the meeting was
>> uneventful,
>> except that my stomach was queasy. I flew back to New Century in 54
>> minutes.
>> When I got out of the cockpit, I recall feeling lightheaded and
>> queasy. I
>> made sure the master switch was off and asked the FBO to secure the
>> airplane. I ran to the restroom and was sick. I sat at the FBO for 30
>> minutes trying to collect myself. I was convinced that I had either
>> food
>> poisoning from the greasy spoon or the flu. I slept 18 hours that
>> night.
>>
>> At 2:30 p.m. on Sunday, I went back to New Century for the long
>> flight home.
>> During preflight, I noticed that the carbon residue, which I had
>> attributed
>> to the engine burning excessive oil, was gone. A check of the oil
>> revealed
>> that I had used less than half a quart the day before. My windshield
>> was
>> clean and my gas tanks were full. I settled my account with the
>> attendant,
>> who said he had cleaned the airplane's cowling for me. I was
>> impressed by
>> the service and said another sincere "thanks."
>>
>> It was possible to make the flight from New Century to Liberal
>> nonstop with
>> sufficient reserves. According to my preflight calculations, I would
>> make it
>> well into western Kansas without having to stop for gas. If conditions
>> changed, there were several airports along the way with self-service
>> pumps
>> or Sunday hours. I filed a flight plan and requested flight following
>> upon
>> departure.
>>
>> The first segment of the flight, along Interstate 35 to Emporia, was
>> uneventful. There were plenty of landmarks, the CD player was working
>> great,
>> and there was little traffic on the frequency. Kansas City Center
>> handed me
>> off to Wichita Approach just after I passed Emporia. About 10 minutes
>> after
>> the handoff, Wichita contacted me and asked if I intended to change
>> destinations. "No," I responded. My first thought was that the
>> traffic was
>> so light that the controller was bored. I noticed that I was off the
>> magenta
>> line on the GPS and about 1,000 feet higher than I intended to be. The
>> controller indicated that he was curious because I was off course and
>> it
>> looked like I was headed to Wichita. He suggested a course
>> correction. I
>> remember thinking that he should try flying against this crazy wind.
>> The
>> headwind was about 10 degrees off my course and I - or rather, the
>> airplane
>> - was turned directly into the wind.
>>
>> The next radio call from ATC came just 10 minutes later. The
>> controller
>> noticed that I had changed course initially, but that my altitude was
>> varying greatly and I was again heading toward Wichita. I remember
>> being
>> annoyed with this controller who was interrupting my perfectly lovely
>> VFR
>> flight. Again, I changed course and corrected my altitude.
>>
>> The third call came just five minutes later. The controller noticed
>> that I
>> was 2,000 feet high and headed directly toward Wichita. As I was
>> talking to
>> the controller I heard a loud boom and smoke filled the cabin.
>> Apparently,
>> the controller also heard the noise, because he interrupted a
>> fascinating
>> slideshow of my life passing before my eyes. With a calm and
>> reassuring
>> voice he asked, "Is everything OK?" I think my voice was calm as I
>> reported
>> that I was experiencing a substantial vibration and there was smoke
>> in the
>> cabin.
>>
>> Immediately, Wichita gave me a half-dozen options for airports,
>> including
>> abandoned airports, private strips, and other areas to land.
>> Fortunately, I
>> was only a few miles from the Hutchinson Municipal Airport. I
>> adjusted my
>> pitch for best-glide speed and throttled back, assuming the engine
>> was going
>> to be out of commission. There was no sign of smoke or fire. When I
>> throttled back, the vibration reduced. I told Wichita that I was
>> going to
>> try to make it to Hutchinson, which was about 20 miles from my
>> position.
>> Wichita handed me off to Hutchinson Tower.
>>
>> Hutchinson Tower asked if I needed any additional information or
>> assistance.
>> The airplane felt like it was under control at that point. I told
>> them, "Not
>> at this time." The Tower cleared all traffic and helped make the
>> landing
>> uneventful, providing constant communication with a calm and
>> professional
>> demeanor. Of course, the greeting on the ramp was far from
>> uneventful. There
>> were fire trucks and an ambulance and a whole lot of people staring
>> at me
>> from the restaurant. At first, the fire crew and I could not
>> determine what
>> caused the vibration and the smoke. After we had been looking at the
>> engine
>> for about 10 minutes, it became crystal clear. The port-side exhaust
>> pipe
>> was separated from the muffler. The starboard-side exhaust pipe was
>> shattered. It is impossible to say what caused the malfunction: a hard
>> landing, an overtightened clamp, an invisible crack, or a dozen other
>> reasons. It is sufficient to know that when the exhaust system is not
>> working properly, bad things can happen.
>>
>> I know the symptoms of carbon monoxide poisoning. I was an EMT
>> (emergency
>> medical technician) and firefighter and once suffered carbon monoxide
>> poisoning after fighting a fire, while sitting in an old command
>> vehicle on
>> fire watch. The old truck was poorly ventilated and had a small crack
>> in its
>> exhaust. Even with my medical training and a history with the silent
>> killer,
>> I almost became a victim during this flight.
>>
>> The leading symptoms of carbon monoxide poisoning are a headache,
>> dizziness,
>> fatigue, and nausea. The brain is slowly deprived of oxygen, so
>> confusion
>> and disorientation are common side effects, as well. The gas is
>> odorless and
>> tasteless. Prolonged exposure can result in unconsciousness and death.
>> During my first exposure with carbon monoxide poisoning, the other
>> firefighter and I both reported feeling "a happy drunk." Nausea did
>> not
>> occur until fresh air was encountered. My second exposure - in Eureka
>> - was
>> very similar.
>>
>> I've seen NTSB reports that have cited failure of ATC to communicate
>> with
>> the pilot as a contributing factor of the accident. Well, the entire
>> reason
>> that I am alive today is thanks to a controller who took an interest
>> in a
>> VFR flight that was off course.
>>
>> I will never again ignore the signs of carbon monoxide - carbon
>> residue
>> evident anywhere out of the normal parameters - nor will I ever again
>> ignore
>> the symptoms of carbon monoxide poisoning. In many single-engine
>> airplanes
>> we are sitting just inches from the exhaust system. Carbon monoxide
>> is a
>> real threat. I will never again fly in an airplane that does not have
>> a
>> carbon monoxide detector.
>>
>>
>>
>> ------
>> ----
>>
>>
>> C. Edward Young, AOPA 4832420, is the director of the Aviation
>> Division for
>> the Kansas Department of Transportation and a private pilot who has
>> been
>> flying for four years, acquiring 300 hours.
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 4
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| Subject: | NEVER AGAIN, Carbon Monoxide |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Frank and All,
> The leading symptoms of carbon monoxide poisoning are a headache,
dizziness,
> fatigue, and nausea. The brain is slowly deprived of oxygen, so confusion
> and disorientation are common side effects, as well. The gas is odorless
and
> tasteless. Prolonged exposure can result in unconsciousness and death.
Key WORDS: Odorless and Tastless.
The Symptoms of headache, dizziness, nausea, fatigue, and
disorientation are symptoms that are also consistent
many other common illness known to man. Dehydration, viral
illnesses, and bacterial illnesses. The point is, you
can not rely on symptoms to clue you in on CO poisoning.
> I will never again ignore the signs of carbon monoxide - carbon residue
> evident anywhere out of the normal parameters - nor will I ever again
ignore
> the symptoms of carbon monoxide poisoning. In many single-engine airplanes
> we are sitting just inches from the exhaust system. Carbon monoxide is a
> real threat. I will never again fly in an airplane that does not have a
> carbon monoxide detector.
The only way to avoid it is to have a detector in the cockpit, work on
minimizing those exhaust leaks, and consider an air tight fresh air/ O2
system. Installing a diluter demand regulator in the cockpit with
supplemental O2 is laudible. If the fresh air source is from with in the
cockpit, you are still going to get CO poisoning.
Doc
Message 5
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| Subject: | Re: NEVER AGAIN, Carbon Monoxide |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
> [Original Message]
> From: Ernest Martinez <erniel29@gmail.com>
> Has anyone bothered wearing a Pulse Oximeter, to see how much O2 a
> person is getting while flying? As long as you're getting an adequate
> blood/O2 level then I would presume that there is enough fresh air in
> the cockpit, and everything else is moot.
>
> Ernie
THAT THEORY WOULD BE A MISTAKE. THE PULSE OXIMETER IS FOOLED BY CARBON
MONOXIDE! CO HAS AN AFFINITY FOR HEMOGLOBIN OF 200 TIMES THAT OF OXYGEN. IT
ABORBS THE INFRARED LIGHT AT THE SAME WAVE-LENGTH AS OXYGEN, THEREFOR, THE
PULSE OXIMETER THINKS IT IS LOOKING AT SATURATED HEMOGLOBIN (RED BLOOD CELL
FULLY LOADED WITH OXYGEN).
RELYING ON THE PULSE OX TO PROTECT YOU FROM CO POISONING WILL BE FATAL.
DOC
Message 6
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| Subject: | The List of Contributors Coming Soon - Make Sure You're Listed! |
--> Yak-List message posted by: Matt Dralle <dralle@matronics.com>
Hi Listers,
The List of Contributors (LOC) is just around the corner! On
December 1st I post a list of everyone that so generously made a
Contribution to support the Lists. Its sort of my way of publicly
thanking everyone that took a minute to show their appreciation for the Lists.
Won't you take a moment and assure that your name is on that List of
Contributors? As a number of people have pointed out, the List seems
at least, if not a whole lot more, as valuable as a
building/flying/recreating tool as a typical your magazine
subscription. We won't even talk about a newsstand price... :-)
Won't you take minute and assure that your name is on the upcoming
LOC? Tell others that you appreciate the Lists. Making a
Contribution to support the Lists is fast and easy using your Visa or
M/C on the SSL Secure Web Site:
http://www.matronics.com/contribution
or by popping a personal check in the mail to:
Matronics Email Lists
c/o Matt Dralle
PO Box 347
Livermore CA 94551-0347
I would like to thank everyone that has so generously made a
Contribution thus far in this year's List Fund Raiser! Remember that
its YOUR support that keeps these Lists going and improving! Don't
forget to include a little comment about how the Lists have helped
you! I love to feel the love... :-)
Best regards,
Matt Dralle
Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 7
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| Subject: | ARS '05 DVD - getting closer... |
Gang,
I hope you are all recovering well from Thanksgiving. I'm still trying
to right myself from the tryptophan overdose...
DVD diva Cynthia has been hard at work sifting through over 60 hours of
video tape for the ARS 2005 DVD and is nearing completion. More of the
DVD has been put on the web at:
http://allredstar.blogspot.com/
(I have no idea who that weirdo wearing pineapples is....)
After seeing the work, I'm confident this DVD will be the best ever
video production covering ex-eastern bloc aircraft in the US. Cynthia
is also working on a full length documentary on our birds. They are
doing this on spec, so if anyone would like to lend financial support
or become a commercial sponsor, please contact her directly at
cynthia@svmtv.com
We look forward to seeing you for ARS V in 2006, May 17-21. Should be
a special year....
Cheers,
Barry
Barry Hancock
Event Director
All Red Star
(949) 300-5510
www.allredstar.com
"A Unique Aviation Experience"
Message 8
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| Subject: | Re: NEVER AGAIN, Carbon Monoxide |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
do not archive
Hmm, I guess that wont work then.
Ernie
On 11/26/05, Roger Kemp <viperdoc@mindspring.com> wrote:
> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>
>
> > [Original Message]
> > From: Ernest Martinez <erniel29@gmail.com>
>
> > Has anyone bothered wearing a Pulse Oximeter, to see how much O2 a
> > person is getting while flying? As long as you're getting an adequate
> > blood/O2 level then I would presume that there is enough fresh air in
> > the cockpit, and everything else is moot.
> >
> > Ernie
>
> THAT THEORY WOULD BE A MISTAKE. THE PULSE OXIMETER IS FOOLED BY CARBON
> MONOXIDE! CO HAS AN AFFINITY FOR HEMOGLOBIN OF 200 TIMES THAT OF OXYGEN. IT
> ABORBS THE INFRARED LIGHT AT THE SAME WAVE-LENGTH AS OXYGEN, THEREFOR, THE
> PULSE OXIMETER THINKS IT IS LOOKING AT SATURATED HEMOGLOBIN (RED BLOOD CELL
> FULLY LOADED WITH OXYGEN).
> RELYING ON THE PULSE OX TO PROTECT YOU FROM CO POISONING WILL BE FATAL.
>
> DOC
>
>
Message 9
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|
Val;
FWIW, I have 2 Strongs, one custom-made with a C9 canopy, which they say they
won't do anymore and one 26' Squadron Seat pack. Both have the 3" zip-out temper
foam and mucho better than the military 'chutes I used to have. My only complaint
is that their customer service is really bad and they won't fix an obvious
assembly screw-up in the cover . They fit the CJ seat pan perfect. Dennis'
price is about the best I have seen. I also ordered removeable lumbar supports
and these are worth the $45. One long trip and they are paid for.
BEFORE you order, ask for a free red star mongram on the cover: I paid a bit to
have a yellow outline on the red star for the custom 'chute.
Craig Payne
cpayne@joimail.com
Message 10
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| Subject: | More Bad News for T-34's |
So now it's a McCaulley prop AD on certain engine/prop combos found on some Navions
and lots of T-34's. Thank (insert favorite diety here) I have a CJ6 Experimental-Exhibition.
Craig Payne
cpayne@joimail.com
Message 11
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| Subject: | Re: Strong 'chutes |
Craig,
Unfortunately, they won't do the free logo anymore. They charge us $50 now for
the logo. But for even $50, it's probably worth it.
Dennis
----- Original Message -----
From: Craig Payne
To: yak-list
Sent: Saturday, November 26, 2005 7:06 PM
Subject: Yak-List: Strong 'chutes
Val;
FWIW, I have 2 Strongs, one custom-made with a C9 canopy, which they say they
won't do anymore and one 26' Squadron Seat pack. Both have the 3" zip-out temper
foam and mucho better than the military 'chutes I used to have. My only complaint
is that their customer service is really bad and they won't fix an obvious
assembly screw-up in the cover . They fit the CJ seat pan perfect. Dennis'
price is about the best I have seen. I also ordered removeable lumbar supports
and these are worth the $45. One long trip and they are paid for.
BEFORE you order, ask for a free red star mongram on the cover: I paid a bit
to have a yellow outline on the red star for the custom 'chute.
Craig Payne
cpayne@joimail.com
Message 12
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| Subject: | More Bad News for T-34's |
Or a JAK Experimental-Exhibition.
Doc
----- Original Message -----
From: Craig Payne
Subject: Yak-List: More Bad News for T-34's
So now it's a McCaulley prop AD on certain engine/prop combos found on some Navions
and lots of T-34's. Thank (insert favorite diety here) I have a CJ6 Experimental-Exhibition.
Craig Payne
cpayne@joimail.com
Message 13
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Ditto..all.
Doc
----- Original Message -----
From: Craig Payne
Subject: Yak-List: Strong 'chutes
Val;
FWIW, I have 2 Strongs, one custom-made with a C9 canopy, which they say they
won't do anymore and one 26' Squadron Seat pack. Both have the 3" zip-out temper
foam and mucho better than the military 'chutes I used to have. My only complaint
is that their customer service is really bad and they won't fix an obvious
assembly screw-up in the cover . They fit the CJ seat pan perfect. Dennis'
price is about the best I have seen. I also ordered removeable lumbar supports
and these are worth the $45. One long trip and they are paid for.
BEFORE you order, ask for a free red star mongram on the cover: I paid a bit to
have a yellow outline on the red star for the custom 'chute.
Craig Payne
cpayne@joimail.com
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