Today's Message Index:
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1. 05:20 AM - A solid example of flight and crew coordination (Drew)
2. 07:39 AM - Re: +7g? (tjyak50)
3. 07:55 AM - Re: +7g? (LawnDart)
4. 09:19 AM - Fw: Re: +7g? (kp)
5. 09:33 AM - Re: Re: +7g? (Peter K. Van Staagen)
6. 09:37 AM - Re: +7g? (tjyak50)
7. 09:46 AM - Yak-52 Service Bulletins (Richard Goode)
8. 09:51 AM - Re: Re: +7g? (Roger Kemp MD)
9. 11:03 AM - Exhaust (Hal)
10. 12:11 PM - Foul Air in the Cockpit (Roger Kemp MD)
11. 05:40 PM - Re: Re: +7g? (Andrew Love)
12. 09:22 PM - Re: Re: +7g? (Yak Pilot)
Message 1
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| Subject: | A solid example of flight and crew coordination |
Doc,
I should have clarified as done for another email group, the assistance comes
from his element lead (3), the comment comes from the large amount of backseat
work the RPA does - if your volunteering to help train folks in the backseat
and you find yourself in a bad situation, there will be a need for you to assist
the PIC while not overloading them with "good ideas" ;) , from reading the
emergency checklists, etc. Just injecting a bit of calm feedback, perhaps doing
one or two things that unloads the immediate workload of the PIC and working
as a team can possibly change the outcome...we've had several "there I was..."
dual cockpit accounts in the association where this came in to play.
Drew
________________________________ Message 2 _____________________________________
Time: 07:03:15 AM PST US
From: Drew
Subject: Yak-List: A solid example of flight and crew coordination in an emergency
Folks,
This vid may have already made the rounds, but I think it's a good example of
coordination among a four ship recovering an emergency in the flight, and crew
coordination in the emergency aircraft. Everything from maintaining flight
member SA, providing aircraft to aircraft support / input, when to talk from the
backseat and when to keep mum, to some idea why our manual promotes the use
of position numbers over terms like "lead", a good vid to review all around...
http://www.patricksaviation.com/videos/SUPERGT/3384/
Drew
You can also reach me at lacloudchaser@gmail.com
You can also reach me at lacloudchaser@gmail.com
Message 2
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All of the -52s I have flown, when I have had the G-warn system turned on (rare),
the light and warning tone starts at around 5G.
It starts to just nibble at the tone and light, and is usually on full by 7G.
Sounds normal based on the others I have flown.
Tj
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=197122#197122
Message 3
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The light/tone is tied to the front cockpit g-meter. You can disconnect the connector
on back of g-meter to stop the annoyance. You can try swapping g-meters
between front/back for a solution. Or you can re-calibrate g-meter.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=197129#197129
Message 4
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If you recalibrate it to hold off until +7g by the time it sounds off it's
too late to moderate your
flight path and by definition you'll have exceeded the limits, that's why it
starts at around +5, to give you a margin !
----- Original Message -----
> From: "LawnDart" <propwash@gmail.com>
> To: <yak-list@matronics.com>
> Sent: Thursday, August 07, 2008 3:55 PM
> Subject: Yak-List: Re: +7g?
>
>
>>
>> The light/tone is tied to the front cockpit g-meter. You can disconnect
>> the connector on back of g-meter to stop the annoyance. You can try
>> swapping g-meters between front/back for a solution. Or you can
>> re-calibrate g-meter.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=197129#197129
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 5
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I wondering why anyone is pulling much more than 5 g's
Pete
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of kp
Sent: Thursday, August 07, 2008 11:21 AM
Subject: Fw: Yak-List: Re: +7g?
If you recalibrate it to hold off until +7g by the time it sounds off it's
too late to moderate your
flight path and by definition you'll have exceeded the limits, that's why it
starts at around +5, to give you a margin !
----- Original Message -----
> From: "LawnDart" <propwash@gmail.com>
> To: <yak-list@matronics.com>
> Sent: Thursday, August 07, 2008 3:55 PM
> Subject: Yak-List: Re: +7g?
>
>
>>
>> The light/tone is tied to the front cockpit g-meter. You can disconnect
>> the connector on back of g-meter to stop the annoyance. You can try
>> swapping g-meters between front/back for a solution. Or you can
>> re-calibrate g-meter.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=197129#197129
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 6
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Nose position.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=197151#197151
Message 7
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| Subject: | Yak-52 Service Bulletins |
Yak-52 Service Bulletins
As I have said before, it is very worrying when 52 pilots say that they
"have the heavy spar" and go off and fly a 52 hard, indeed at +7G.
There is no such thing as a "heavy spar".
The simple facts are:
a.. There are 114 Service Bulletins for the 52. Many of these are
trivial, covering such items as paperwork changes.
b.. HOWEVER 23 of them are serious Structural Bulletins.
The principle wing modifications are:
a.. 59 - strengthening of the wing mounting (on the wing).
b.. 60 - strengthening the centre-section.
c.. 107 - external spar strap extending for approximately 1 meter from
the inboard section of the wing, on the bottom.
d.. In addition 80 and 88 further modify 59.
e.. 107 is extremely easy to check.
f.. 59 and 60, also easy IF you know what you are looking for.
g.. What concerns me is MANY logbooks have been falsified, claiming
that Service Bulletins have been embodied when they have not.
h.. So, if you have an early aircraft the ONLY way to be sure is to
have it checked by someone who does know these SB's, and how to identify
them.
i.. Alternatively any aircraft built after 1988 is likely to have all
SB's installed with the exception of 107. Aircraft built after early
1991 should have 107 installed.
j.. The positive point is that the 52 is VERY strong, and no 52 has
ever had catastrophic structural failure. This is despite 2,000 being
built, and the majority being flown extremely hard.
k.. However each Service Bulletin has been devised because of
structural problems being observed, and is there for a good purpose.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
Message 8
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To stay in shape for 9 in the Viper.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Peter K. Van
Staagen
Sent: Thursday, August 07, 2008 11:29 AM
Subject: RE: Yak-List: Re: +7g?
I wondering why anyone is pulling much more than 5 g's
Pete
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of kp
Sent: Thursday, August 07, 2008 11:21 AM
Subject: Fw: Yak-List: Re: +7g?
If you recalibrate it to hold off until +7g by the time it sounds off it's
too late to moderate your
flight path and by definition you'll have exceeded the limits, that's why it
starts at around +5, to give you a margin !
----- Original Message -----
> From: "LawnDart" <propwash@gmail.com>
> To: <yak-list@matronics.com>
> Sent: Thursday, August 07, 2008 3:55 PM
> Subject: Yak-List: Re: +7g?
>
>
>>
>> The light/tone is tied to the front cockpit g-meter. You can disconnect
>> the connector on back of g-meter to stop the annoyance. You can try
>> swapping g-meters between front/back for a solution. Or you can
>> re-calibrate g-meter.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=197129#197129
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 9
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I have had exhaust issues with my CJ since I first bought it 10 years ago.
Despite wearing O2 over 5,000' I would still end long days tired.
Just before I left for OSH this year I had 5" extensions added onto the
exhaust stacks. The result was instantaneous and much appreciated by John
and myself - virtually no exhaust in the cabin at all save some small wifts
during maneuvers. The belly on my plane also stayed clean throughout the
30+hours I have flown in the last two weeks.
I can't tell that it added drag as my airspeeds were pretty much the same.
However, bringing it back at 45 degrees or so would probably help. I'm much
more interested in clean air! (One would have to ask others as to whether
my thinking was better or not.)
Batman
Message 10
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| Subject: | Foul Air in the Cockpit |
Batman,
Are you wearing nasal Cannulas for your O2 about 5000 ft or were you wearing
an aviator's mask? If you were flying with a nasal cannula, you still were
breathing your ambient cabin air. If that air was contaminated with CO then
you are going to still be breathing CO hence the extreme fatigue, headaches
and even disorientation at the end of the flight.
I bet if you went to your local pulmonologist or the ER and had a arterial
Blood gas drawn your carboxy hemoglobin levels would have been impressive to
say the least. No you cannot wear an oximeter an protect yourself from
hypoxia that is due to CO. The oxyhemoglobin and carboxy hemoglobin both
absorb the infrared light at the same wavelength therefore you get a false
reading normal reading.
The only way to get CO out of your cockpit is either don't fly the YAK/CJ,
completely seal the cockpit, install a CO scrubber, or Install an Aviator's
O2 system using a military O2 mask.
I worked on and developed a Carbon Monoxide scrubber system that no one
showed any interest in so it was canned. I installed an aviator's system in
my 50 and wear the mask during taxi, run-up, TO, hi alpha procedures,
landing, taxi, and run-up to shut down. I have a Drager CO monitor (not
cheap) that has a computer interface program allowing me to measure the CO
in all phases of flight. The worst is during taxi, TO, climb out, hi alpha
procedures, landing, taxi, and run-up to shut down. During those times, the
CO levels exceed 50 to 75 PPM (the acceptable Permissible exposure limits
(PEL) for CO is <50 PPM). During run-up to shutdown, I have seen as numbers
as high as >100 ppm. Yes I have sealed up a significant part of my cockpit.
I have not closed off the tail section yet.
Bottom line you are sucking bad air and it is making you feel bad at the end
of the day. CO has an affinity of 200 times that of O2 for the red blood
cell. It takes up to 12 hours after exposure to get it off the RBC after
exposure breathing 21% room air.
And you don't even get hi breathing this shit!
Doc
Message 11
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Thanks for the input on the g metre issue=2C very interesting reading.
cheers=2C
Andrew Love
Contract Pilot
NZCPL (A)Queenstown
New Zealand
P +64 3 451 0396 I F +64 3 342 5189 I M +64 21
818 816> Subject: Yak-List: Re: +7g?> From: tomjohnson@cox.net> Date: Thu
=2C 7 Aug 2008 07:38:12 -0700> To: yak-list@matronics.com> > --> Yak-List m
essage posted by: "tjyak50" <tomjohnson@cox.net>> > All of the -52s I have
flown=2C when I have had the G-warn system turned on (rare)=2C the light an
d warning tone starts at around 5G. > > It starts to just nibble at the ton
e and light=2C and is usually on full by 7G.> > Sounds normal based on the
others I have flown.> > Tj> > > > > Read this topic online here:> > http://
==> > >
_________________________________________________________________
Free Windows Live software. Chat=2C search=2C share pics and more
http://get.live.com/
Message 12
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Ground rush.--- That's the feeling you get when do a loop from the de
ck and don't get G on fast enough down the back side.- =0AMark Bitterlich
=0AN50YK=0A=0A=0A=0A----- Original Message ----=0AFrom: Peter K. Van Staage
n <petervs@knology.net>=0ATo: yak-list@matronics.com=0ASent: Thursday, Augu
st 7, 2008 9:29:27 AM=0ASubject: RE: Yak-List: Re: +7g?=0A=0A--> Yak-List m
essage posted by: "Peter K. Van Staagen" <petervs@knology.net>=0A=0AI wonde
ring why anyone is pulling much more than 5 g's=0A=0APete=0A=0A-----Origina
l Message-----=0AFrom: owner-yak-list-server@matronics.com=0A[mailto:owner-
yak-list-server@matronics.com] On Behalf Of kp=0ASent: Thursday, August 07,
2008 11:21 AM=0ATo: yak-list@matronics.com=0ASubject: Fw: Yak-List: Re: +7
=0A=0AIf you recalibrate it to hold off until +7g by the time it sounds off
it's=0Atoo late to moderate your=0Aflight path and by definition you'll ha
ve exceeded the limits, that's why it=0Astarts at around +5, to give you a
margin !=0A=0A=0A----- Original Message ----- =0A> From: "LawnDart" <propwa
sh@gmail.com>=0A> To: <yak-list@matronics.com>=0A> Sent: Thursday, August 0
7, 2008 3:55 PM=0A> Subject: Yak-List: Re: +7g?=0A>=0A>=0A>> --> Yak-List m
essage posted by: "LawnDart" <propwash@gmail.com>=0A>>=0A>> The light/tone
is tied to the front cockpit g-meter.- You can disconnect =0A>> the conne
ctor on back of g-meter to stop the annoyance.- You can try =0A>> swappin
g g-meters between front/back for a solution.- Or you can =0A>> re-calibr
ate g-meter.=0A>>=0A>>=0A>>=0A>>=0A>> Read this topic online here:=0A>>=0A>
> http://forums.matronics.com/viewtopic.php?p=197129#197129=0A>>=0A>>=0A>
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