Today's Message Index:
----------------------
1. 12:55 AM - Bail outs (Bruce Thomas)
2. 12:16 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
3. 12:41 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
4. 01:24 PM - Strong 304 chutes (Eric Wobschall)
5. 02:06 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK (Eric Wobschall)
6. 02:27 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK (Roger Kemp M.D.)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
I was taught when the noise stops
And cannot be restarted the aircraft now belongs to the insurance company
And you look after your butt first and last
Bruce
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: April 2010 Yak 50 Engine Failure in UK |
Question: When it seized, did it do any damage to the engine mounts?
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: Wednesday, March 02, 2011 2:25 PM
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
<richard.goode@russianaeros.com>
Yes,he was over the lake district in the north of England which is
pretty
rough terrain.Initially,the engine continued to run [without any oil] so
he
thought he could get to Carlisle airfield,but it then seized solid!!
Richard Goode
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu
Sent: 02 March 2011 19:05
Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
A credit to the pilot for bringing his aircraft to the ground safely and
walking away from it. However, reflecting on this experience (and one
of my
own), the pilot's decision to force land vs. bale out troubles me.
Traditionally (at least in the U.S.) we get a lot more training on how
to
force land an aircraft than how to bale out of it. Whereas, in the
USSR,
DOSAAF students were required to practice and demonstrate proficiency in
Yak
bale out procedures. Yet the DOSAAF records have many accounts of
injury
and fatality attributable to pilots' decisions to stay with their
aircraft
when there was no apparent need to.
I suppose that pondering the decision for a split second too long could
cost
a pilot his life. It seems to me that in most imaginable circumstances
the
decision can be made beforehand...so as to avoid hesitation in the
cockpit.
For my part, considering the relatively low value of a Yak or CJ
(compared
to life), if it is clear that the engine will not restart and with
enough
altitude and minimal threat to those on the ground, the policy is bale
out
now and pick up the insurance check later.
Stu Nicholson
--------
Stewart Nicholson
Yak 52 N122GC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=332517#332517
-----------------------------------------------
This message has been scanned for viruses and
dangerous content by the Invictawiz MailScanner
and is believed to be clean.
http://www.invictawiz.com
-----------------------------------------------
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: April 2010 Yak 50 Engine Failure in UK |
Without a doubt a very interesting discussion and one where valuable
information can be circulated in order for everyone to make their own
personal decision based on accurate information.
But even in the military it remains just that -- a personal decision --
and it remains one with these aircraft as well. Certainly when the
"WING OFF" light comes on, the decision is a no-brainer. However there
are a lot of other factors that have to be considered as well. Jumping
out of your airplane when it is over a highly residential area might be
the best thing to do in order to save your own life, but what of others?
Is taking the time to consider that factor less than smart? Possibly.
However I doubt anyone would condemn a pilot for at least considering
that aspect of the decision. In fact, MANY pilots who decided to stay
with their aircraft are now referred to as "Hero's", as well they should
be.
So I have to respectfully disagree. I think you can prepare "canned
situations" where you can make the decision beforehand, but just like
going into battle.... a lot of decisions have to be made right on the
spot and sometimes there are factors that require you to think a little
bit before you just turn upside down and release your seatbelt.
Mark Bitterlich
N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu
Sent: Wednesday, March 02, 2011 2:05 PM
Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
A credit to the pilot for bringing his aircraft to the ground safely and
walking away from it. However, reflecting on this experience (and one
of my own), the pilot's decision to force land vs. bale out troubles me.
Traditionally (at least in the U.S.) we get a lot more training on how
to force land an aircraft than how to bale out of it. Whereas, in the
USSR, DOSAAF students were required to practice and demonstrate
proficiency in Yak bale out procedures. Yet the DOSAAF records have
many accounts of injury and fatality attributable to pilots' decisions
to stay with their aircraft when there was no apparent need to.
I suppose that pondering the decision for a split second too long could
cost a pilot his life. It seems to me that in most imaginable
circumstances the decision can be made beforehand...so as to avoid
hesitation in the cockpit. For my part, considering the relatively low
value of a Yak or CJ (compared to life), if it is clear that the engine
will not restart and with enough altitude and minimal threat to those on
the ground, the policy is bale out now and pick up the insurance check
later.
Stu Nicholson
--------
Stewart Nicholson
Yak 52 N122GC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=332517#332517
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Strong 304 chutes |
I have two Strong 304 Warbird Seat packs (standard harness). I purchased
them new about this time last year, at which time they had a fresh pack.
With the new 6 month rule and off-season, they haven't been re-packed
since then. These have had only light use (especially the rear chute).
OD green, and has a blue zip-on travel one inch cushion and a carry bag.
I'd like to sell them together. Contact me off list. Thanks.
Eric D. Wobschall
Buffalo Skyline
Buffalo-Lancaster Airport (KBQR):
4343 Walden Avenue
Lancaster, NY 14086
Office:
2120 Maple Road
Williamsville, NY 14221-1922
716.208.5460
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: April 2010 Yak 50 Engine Failure in UK |
Also, we're so conditioned to land the airplane and it's just counter-intuitive
to jump. On fire, uncontrollable or over impossible terrain seem like no-brainers.
Other situations... tougher.
On Mar 3, 2011, at 3:24 PM, Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E
wrote:
>
> Without a doubt a very interesting discussion and one where valuable
> information can be circulated in order for everyone to make their own
> personal decision based on accurate information.
>
> But even in the military it remains just that -- a personal decision --
> and it remains one with these aircraft as well. Certainly when the
> "WING OFF" light comes on, the decision is a no-brainer. However there
> are a lot of other factors that have to be considered as well. Jumping
> out of your airplane when it is over a highly residential area might be
> the best thing to do in order to save your own life, but what of others?
> Is taking the time to consider that factor less than smart? Possibly.
> However I doubt anyone would condemn a pilot for at least considering
> that aspect of the decision. In fact, MANY pilots who decided to stay
> with their aircraft are now referred to as "Hero's", as well they should
> be.
>
> So I have to respectfully disagree. I think you can prepare "canned
> situations" where you can make the decision beforehand, but just like
> going into battle.... a lot of decisions have to be made right on the
> spot and sometimes there are factors that require you to think a little
> bit before you just turn upside down and release your seatbelt.
>
> Mark Bitterlich
> N50YK
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu
> Sent: Wednesday, March 02, 2011 2:05 PM
> To: yak-list@matronics.com
> Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
>
>
> A credit to the pilot for bringing his aircraft to the ground safely and
> walking away from it. However, reflecting on this experience (and one
> of my own), the pilot's decision to force land vs. bale out troubles me.
>
>
> Traditionally (at least in the U.S.) we get a lot more training on how
> to force land an aircraft than how to bale out of it. Whereas, in the
> USSR, DOSAAF students were required to practice and demonstrate
> proficiency in Yak bale out procedures. Yet the DOSAAF records have
> many accounts of injury and fatality attributable to pilots' decisions
> to stay with their aircraft when there was no apparent need to.
>
> I suppose that pondering the decision for a split second too long could
> cost a pilot his life. It seems to me that in most imaginable
> circumstances the decision can be made beforehand...so as to avoid
> hesitation in the cockpit. For my part, considering the relatively low
> value of a Yak or CJ (compared to life), if it is clear that the engine
> will not restart and with enough altitude and minimal threat to those on
> the ground, the policy is bale out now and pick up the insurance check
> later.
>
> Stu Nicholson
>
> --------
> Stewart Nicholson
> Yak 52 N122GC
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=332517#332517
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: April 2010 Yak 50 Engine Failure in UK |
Test will the IPAD response fly or not? This is a test no reply need. But it's
still a "no brainer" in most circumstances unless you don't wear a chute.
Doc
Sent from my iPad
On Mar 3, 2011, at 2:24 PM, "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil> wrote:
>
> Without a doubt a very interesting discussion and one where valuable
> information can be circulated in order for everyone to make their own
> personal decision based on accurate information.
>
> But even in the military it remains just that -- a personal decision --
> and it remains one with these aircraft as well. Certainly when the
> "WING OFF" light comes on, the decision is a no-brainer. However there
> are a lot of other factors that have to be considered as well. Jumping
> out of your airplane when it is over a highly residential area might be
> the best thing to do in order to save your own life, but what of others?
> Is taking the time to consider that factor less than smart? Possibly.
> However I doubt anyone would condemn a pilot for at least considering
> that aspect of the decision. In fact, MANY pilots who decided to stay
> with their aircraft are now referred to as "Hero's", as well they should
> be.
>
> So I have to respectfully disagree. I think you can prepare "canned
> situations" where you can make the decision beforehand, but just like
> going into battle.... a lot of decisions have to be made right on the
> spot and sometimes there are factors that require you to think a little
> bit before you just turn upside down and release your seatbelt.
>
> Mark Bitterlich
> N50YK
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu
> Sent: Wednesday, March 02, 2011 2:05 PM
> To: yak-list@matronics.com
> Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
>
>
> A credit to the pilot for bringing his aircraft to the ground safely and
> walking away from it. However, reflecting on this experience (and one
> of my own), the pilot's decision to force land vs. bale out troubles me.
>
>
> Traditionally (at least in the U.S.) we get a lot more training on how
> to force land an aircraft than how to bale out of it. Whereas, in the
> USSR, DOSAAF students were required to practice and demonstrate
> proficiency in Yak bale out procedures. Yet the DOSAAF records have
> many accounts of injury and fatality attributable to pilots' decisions
> to stay with their aircraft when there was no apparent need to.
>
> I suppose that pondering the decision for a split second too long could
> cost a pilot his life. It seems to me that in most imaginable
> circumstances the decision can be made beforehand...so as to avoid
> hesitation in the cockpit. For my part, considering the relatively low
> value of a Yak or CJ (compared to life), if it is clear that the engine
> will not restart and with enough altitude and minimal threat to those on
> the ground, the policy is bale out now and pick up the insurance check
> later.
>
> Stu Nicholson
>
> --------
> Stewart Nicholson
> Yak 52 N122GC
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=332517#332517
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|