Today's Message Index:
----------------------
1. 12:26 AM - Re: Re: April 2010 Yak 50 Engine Failure in UK (Richard Goode)
2. 11:55 AM - Re: Re: April 2010 Yak 50 Engine Failure in UK (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
3. 02:10 PM - Re: Yak-List Digest: 6 Msgs - 03/03/11 (Norman Davis)
4. 02:57 PM - Wanted: cowlings (Cpayne)
5. 03:30 PM - (Bill Geipel)
Message 1
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| Subject: | Re: April 2010 Yak 50 Engine Failure in UK |
No,we X-Rayed or magnetically tested every part of the airframe and no
damage at all.
But the force was considerable in that,when the engine seized,the prop was
still turning and the gearbox broke,allowing the prop to continue to turn!
Five of the pistons were literally welded to their cylinders!!
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 Bitterlich, Mark G
CIV Det Cherry Point, MALS-14 64E
Sent: 03 March 2011 20:12
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
MALS-14 64E" <mark.bitterlich@navy.mil>
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
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Message 2
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| Subject: | Re: April 2010 Yak 50 Engine Failure in UK |
Understood. Good info though. There has been some conjecture on what
happens with a sudden engine seizure where some folks feel the engine
will rip itself right off the mounts. It appears that possibly that is
not the case.
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: Friday, March 04, 2011 3:17
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
<richard.goode@russianaeros.com>
No,we X-Rayed or magnetically tested every part of the airframe and no
damage at all.
But the force was considerable in that,when the engine seized,the prop
was
still turning and the gearbox broke,allowing the prop to continue to
turn!
Five of the pistons were literally welded to their cylinders!!
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 Bitterlich,
Mark G
CIV Det Cherry Point, MALS-14 64E
Sent: 03 March 2011 20:12
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
Point,
MALS-14 64E" <mark.bitterlich@navy.mil>
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
-----------------------------------------------
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and is believed to be clean.
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Message 3
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| Subject: | Re: Yak-List Digest: 6 Msgs - 03/03/11 |
Hi Guys=0A=0AWith regard to the discussion about bail outs versus emergency
landing. Mark =0ABitterlich's comments are spot on.=0ATo add my two cents:
=0APractice emergency approaches every chance you get. =0AIf you are a sky
diver and have jumps under your belt, then consider carefully =0Athe jump
option. =0ACan you egress safely?=0AWill aircraft end up crashing in a "saf
e" area?=0AHas the aircraft stopped flying in spite of your control inputs?
=0AJUMP!!=0A=0ACase in point:=0AA4 NIGHT catapult shot fully loaded with bo
mbs.=0ARadio and lights lost airborne.=0AExtremely high temperature air imp
inging on left thigh. Hot air flow reduces =0Awith reduced throttle. Flight
controls OK, maintaining 500'.=0ACVA making 30 knots to recover returning
strike. =0ACannot bring bombs back aboard.=0ADecision:=0AChances of survivi
ng ejection on a black ass night in front of carrier doing 30 =0Aknots? Pre
tty slim.=0AFly a "day approach" pattern to end up alongside LSO about 300'
.. NORDO, NO =0ALIGHTS.=0AJettison Bombs on SAFE alongside - gets attention.
=0APull up and execute day approach, fitting into recovering pattern on CCA
..=0ATrap aboard=0AShut Down in gear. Hot air flow stops on shut down. Piss
Off the flight deck =0Acrew who have to hook up tractor and pull clear to a
llow recovery to continue.=0ATime from cat shot to safe recovery: 15 minute
s.=0AExplain actions to CVA skipper and CAG - immediately.=0ADuring explana
tion, squadron maintenance personnel advise emergency genuine. No =0Alights
, no radio and G suit fitting broken to allow hot air from engine into =0Ac
ockpit.=0A=0AHad lots of practice? Yes, most FCLPs (Field Carrier Landing P
ractice) are =0Aconducted at night. Hundreds are completed before carrier q
uals.=0A=0ADecision right? Go figure.=0A=0ACheers=0A=0ANorm Davis Cdr USN r
et.=0A=0A=0A=0A________________________________=0AFrom: Yak-List Digest Ser
ver <yak-list@matronics.com>=0ATo: Yak-List Digest List <yak-list-digest@ma
tronics.com>=0ASent: Fri, 4 March, 2011 8:59:49 PM=0ASubject: Yak-List Dige
st: 6 Msgs - 03/03/11=0A=0A*=0A=0A=============
=============0A Online Versions of Today's List D
igest Archive=0A===================
=======0A=0AToday's complete Yak-List Digest can also be found
in either of the =0Atwo Web Links listed below. The .html file includes th
e Digest formatted =0Ain HTML for viewing with a web browser and features H
yperlinked Indexes =0Aand Message Navigation. The .txt file includes the p
lain ASCII version =0Aof the Yak-List Digest and can be viewed with a gener
ic text editor =0Asuch as Notepad or with a web browser. =0A=0AHTML Version
:=0A=0A =0Ahttp://www.matronics.com/digest/digestview.php?Style=82701&
View=html&Chapter 11-03-03&Archive=Yak=0A=0A=0AText Version:=0A=0A
=0Ahttp://www.matronics.com/digest/digestview.php?Style=82701&View=t
xt&Chapter 11-03-03&Archive=Yak=0A=0A=0A=0A========
================0A EMail Version of Today's
List Digest Archive=0A=================
=======0A=0A=0A -------------------------------------
---------------------=0A Yak-List Digest Archive
=0A ---=0A Total M
essages Posted Thu 03/03/11: 6=0A -------------------------------
---------------------------=0A=0A=0AToday's Message Index:=0A--------------
--------=0A=0A 1. 12:55 AM - Bail outs (Bruce Thomas)=0A 2. 12:16
PM - Re: Re: April 2010 Yak 50 Engine Failure in UK (Bitterlich, =0AMark G
CIV Det Cherry Point, MALS-14 64E)=0A 3. 12:41 PM - Re: Re: April 2010
Yak 50 Engine Failure in UK (Bitterlich, =0AMark G CIV Det Cherry Point,
MALS-14 64E)=0A 4. 01:24 PM - Strong 304 chutes (Eric Wobschall)=0A
5. 02:06 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK (Eric =0AWo
bschall)=0A 6. 02:27 PM - Re: Re: April 2010 Yak 50 Engine Failure in U
K (Roger Kemp =0AM.D.)=0A=0A=0A=0A________________________________ Messag
e 1 =0A_____________________________________=0A=0A=0ATime: 12:55:52 AM PST
US=0AFrom: "Bruce Thomas" <bvthomas@bigpond.com>=0ASubject: Yak-List: Bail
outs=0A=0AI was taught when the noise stops =0A=0AAnd cannot be restarted
the aircraft now belongs to the insurance company =0A=0AAnd you look after
your butt first and last=0A=0ABruce=0A=0A=0A_______________________________
_ Message 2 =0A_____________________________________=0A=0A=0ATime: 12:16:
42 PM PST US=0ASubject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure
in UK=0AFrom: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E" =0A<ma
rk.bitterlich@navy.mil>=0A=0A=0AQuestion: When it seized, did it do any da
mage to the engine mounts? =0A=0AMark Bitterlich=0A=0A=0A-----Original Mes
sage-----=0AFrom: owner-yak-list-server@matronics.com=0A[mailto:owner-yak-l
ist-server@matronics.com] On Behalf Of Richard Goode=0ASent: Wednesday, Mar
ch 02, 2011 2:25 PM=0ASubject: RE: Yak-List: Re: April 2010 Yak 50 Engine F
ailure in UK=0A=0A<richard.goode@russianaeros.com>=0A=0AYes,he was over the
lake district in the north of England which is=0Apretty=0Arough terrain.In
itially,the engine continued to run [without any oil] so=0Ahe=0Athought he
could get to Carlisle airfield,but it then seized solid!!=0A=0ARichard Good
e=0ARhodds Farm=0ALyonshall=0AHereford=0AHR5 3LW=0A=0ATel: +44 (0) 1544 34
0120=0AFax: +44 (0) 1544 340129=0Awww.russianaeros.com=0A=0A-----Original M
essage-----=0AFrom: owner-yak-list-server@matronics.com=0A[mailto:owner-yak
-list-server@matronics.com] On Behalf Of Stu=0ASent: 02 March 2011 19:05=0A
Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK=0A=0A=0AA cre
dit to the pilot for bringing his aircraft to the ground safely and=0Awalki
ng away from it. However, reflecting on this experience (and one=0Aof my
=0Aown), the pilot's decision to force land vs. bale out troubles me. =0A
=0ATraditionally (at least in the U.S.) we get a lot more training on how
=0Ato=0Aforce land an aircraft than how to bale out of it. Whereas, in the
=0AUSSR,=0ADOSAAF students were required to practice and demonstrate profic
iency in=0AYak=0Abale out procedures. Yet the DOSAAF records have many acc
ounts of=0Ainjury=0Aand fatality attributable to pilots' decisions to stay
with their=0Aaircraft=0Awhen there was no apparent need to. =0A=0AI suppos
e that pondering the decision for a split second too long could=0Acost=0Aa
pilot his life. It seems to me that in most imaginable circumstances=0Athe
=0Adecision can be made beforehand...so as to avoid hesitation in the=0Acoc
kpit.=0AFor my part, considering the relatively low value of a Yak or CJ=0A
(compared=0Ato life), if it is clear that the engine will not restart and w
ith=0Aenough=0Aaltitude and minimal threat to those on the ground, the pol
icy is bale=0Aout=0Anow and pick up the insurance check later.=0A=0AStu Nic
holson=0A=0A--------=0AStewart Nicholson=0AYak 52 N122GC=0A=0A=0ARead this
topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=33251
7#332517=0A=0A=0A-----------------------------------------------=0AThis mes
sage has been scanned for viruses and =0Adangerous content by the Invictawi
z MailScanner =0Aand is believed to be clean.=0Ahttp://www.invictawiz.com
=0A-----------------------------------------------=0A=0A=0A________________
________________ Message 3 =0A_____________________________________=0A=0A
=0ATime: 12:41:08 PM PST US=0ASubject: RE: Yak-List: Re: April 2010 Yak 50
Engine Failure in UK=0AFrom: "Bitterlich, Mark G CIV Det Cherry Point, MALS
-14 64E" =0A<mark.bitterlich@navy.mil>=0A=0A=0AWithout a doubt a very inter
esting discussion and one where valuable=0Ainformation can be circulated in
order for everyone to make their own=0Apersonal decision based on accurate
information. =0A=0ABut even in the military it remains just that -- a pers
onal decision --=0Aand it remains one with these aircraft as well. Certain
ly when the=0A"WING OFF" light comes on, the decision is a no-brainer. How
ever there=0Aare a lot of other factors that have to be considered as well.
Jumping=0Aout of your airplane when it is over a highly residential area
might be=0Athe best thing to do in order to save your own life, but what of
others?=0AIs taking the time to consider that factor less than smart? Pos
sibly.=0AHowever I doubt anyone would condemn a pilot for at least consider
ing=0Athat aspect of the decision. In fact, MANY pilots who decided to sta
y=0Awith their aircraft are now referred to as "Hero's", as well they shoul
d=0Abe. =0A=0ASo I have to respectfully disagree. I think you can prepare
"canned=0Asituations" where you can make the decision beforehand, but just
like=0Agoing into battle.... a lot of decisions have to be made right on t
he=0Aspot and sometimes there are factors that require you to think a littl
e=0Abit before you just turn upside down and release your seatbelt. =0A=0A
Mark Bitterlich =0AN50YK =0A=0A-----Original Message-----=0AFrom: owner-ya
k-list-server@matronics.com=0A[mailto:owner-yak-list-server@matronics.com]
On Behalf Of Stu=0ASent: Wednesday, March 02, 2011 2:05 PM=0ASubject: Yak-L
ist: Re: April 2010 Yak 50 Engine Failure in UK=0A=0A=0AA credit to the pil
ot for bringing his aircraft to the ground safely and=0Awalking away from i
t. However, reflecting on this experience (and one=0Aof my own), the pilot
's decision to force land vs. bale out troubles me.=0A=0A=0ATraditionally (
at least in the U.S.) we get a lot more training on how=0Ato force land an
aircraft than how to bale out of it. Whereas, in the=0AUSSR, DOSAAF stude
nts were required to practice and demonstrate=0Aproficiency in Yak bale out
procedures. Yet the DOSAAF records have=0Amany accounts of injury and fat
ality attributable to pilots' decisions=0Ato stay with their aircraft when
there was no apparent need to. =0A=0AI suppose that pondering the decision
for a split second too long could=0Acost a pilot his life. It seems to me
that in most imaginable=0Acircumstances the decision can be made beforehan
d...so as to avoid=0Ahesitation in the cockpit. For my part, considering
the relatively low=0Avalue of a Yak or CJ (compared to life), if it is clea
r that the engine=0Awill not restart and with enough altitude and minimal t
hreat to those on=0Athe ground, the policy is bale out now and pick up the
insurance check=0Alater.=0A=0AStu Nicholson=0A=0A--------=0AStewart Nichol
son=0AYak 52 N122GC=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums
..matronics.com/viewtopic.php?p=332517#332517=0A=0A=0A____________________
____________ Message 4 =0A_____________________________________=0A=0A=0AT
ime: 01:24:50 PM PST US=0AFrom: Eric Wobschall <eric@buffaloskyline.com>=0A
Subject: Yak-List: Strong 304 chutes=0A=0AI have two Strong 304 Warbird Sea
t packs (standard harness). I purchased =0Athem new about this time last ye
ar, at which time they had a fresh pack. =0AWith the new 6 month rule and o
ff-season, they haven't been re-packed =0Asince then. These have had only l
ight use (especially the rear chute). =0AOD green, and has a blue zip-on tr
avel one inch cushion and a carry bag. =0AI'd like to sell them together. C
ontact me off list. Thanks. =0A=0AEric D. Wobschall=0ABuffalo Skyline=0ABu
ffalo-Lancaster Airport (KBQR):=0A4343 Walden Avenue=0ALancaster, NY 14086
=0AOffice:=0A2120 Maple Road=0AWilliamsville, NY 14221-1922=0A716.208.5460
=0A=0A=0A________________________________ Message 5 =0A__________________
___________________=0A=0A=0ATime: 02:06:25 PM PST US=0ASubject: Re: Yak-Lis
t: Re: April 2010 Yak 50 Engine Failure in UK=0AFrom: Eric Wobschall <eric@
buffaloskyline.com>=0A=0A=0AAlso, we're so conditioned to land the airplane
and it's just counter-intuitive=0Ato jump. On fire, uncontrollable or over
impossible terrain seem like =0Ano-brainers.=0AOther situations... tougher
.. =0A=0A=0AOn Mar 3, 2011, at 3:24 PM, Bitterlich, Mark G CIV Det Cherry Po
int, MALS-14 64E=0Awrote:=0A=0A> =0A> Without a doubt a very interesting di
scussion and one where valuable=0A> information can be circulated in order
for everyone to make their own=0A> personal decision based on accurate info
rmation. =0A> =0A> But even in the military it remains just that -- a perso
nal decision --=0A> and it remains one with these aircraft as well. Certai
nly when the=0A> "WING OFF" light comes on, the decision is a no-brainer.
However there=0A> are a lot of other factors that have to be considered as
well. Jumping=0A> out of your airplane when it is over a highly residentia
l area might be=0A> the best thing to do in order to save your own life, bu
t what of others?=0A> Is taking the time to consider that factor less than
smart? Possibly.=0A> However I doubt anyone would condemn a pilot for at l
east considering=0A> that aspect of the decision. In fact, MANY pilots who
decided to stay=0A> with their aircraft are now referred to as "Hero's", a
s well they should=0A> be. =0A> =0A> So I have to respectfully disagree.
I think you can prepare "canned=0A> situations" where you can make the deci
sion beforehand, but just like=0A> going into battle.... a lot of decisions
have to be made right on the=0A> spot and sometimes there are factors that
require you to think a little=0A> bit before you just turn upside down and
release your seatbelt. =0A> =0A> Mark Bitterlich =0A> N50YK =0A> =0A> --
---Original Message-----=0A> From: owner-yak-list-server@matronics.com=0A>
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu=0A> Sent: Wed
nesday, March 02, 2011 2:05 PM=0A> To: yak-list@matronics.com=0A> Subject:
Yak-List: Re: April 2010 Yak 50 Engine Failure in UK=0A> =0A> =0A> A credit
to the pilot for bringing his aircraft to the ground safely and=0A> walkin
g away from it. However, reflecting on this experience (and one=0A> of my
own), the pilot's decision to force land vs. bale out troubles me.=0A> =0A>
=0A> Traditionally (at least in the U.S.) we get a lot more training on ho
w=0A> to force land an aircraft than how to bale out of it. Whereas, in th
e=0A> USSR, DOSAAF students were required to practice and demonstrate=0A>
proficiency in Yak bale out procedures. Yet the DOSAAF records have=0A> ma
ny accounts of injury and fatality attributable to pilots' decisions=0A> to
stay with their aircraft when there was no apparent need to. =0A> =0A> I
suppose that pondering the decision for a split second too long could=0A> c
ost a pilot his life. It seems to me that in most imaginable=0A> circumsta
nces the decision can be made beforehand...so as to avoid=0A> hesitation in
the cockpit. For my part, considering the relatively low=0A> value of a
Yak or CJ (compared to life), if it is clear that the engine=0A> will not r
estart and with enough altitude and minimal threat to those on=0A> the grou
nd, the policy is bale out now and pick up the insurance check=0A> later.
=0A> =0A> Stu Nicholson=0A> =0A> --------=0A> Stewart Nicholson=0A> Yak 52
N122GC=0A> =0A> =0A> =0A> =0A> Read this topic online here:=0A> =0A> http:/
/forums.matronics.com/viewtopic.php?p=332517#332517=0A> =0A> =0A> =0A>
=0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A=0A=0A___________
_____________________ Message 6 =0A_____________________________________
=0A=0A=0ATime: 02:27:32 PM PST US=0ASubject: Re: Yak-List: Re: April 2010 Y
ak 50 Engine Failure in UK=0AFrom: "Roger Kemp M.D." <viperdoc@mindspring.c
om>=0A=0A=0ATest will the IPAD response fly or not? This is a test no reply
need. But it's=0Astill a "no brainer" in most circumstances unless you don
't wear a chute.=0ADoc=0A=0ASent from my iPad=0A=0AOn Mar 3, 2011, at 2:24
PM, "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 =0A64E"=0A<mark.bitte
rlich@navy.mil> wrote:=0A=0A> =0A> Without a doubt a very interesting discu
ssion and one where valuable=0A> information can be circulated in order for
everyone to make their own=0A> personal decision based on accurate informa
tion. =0A> =0A> But even in the military it remains just that -- a personal
decision --=0A> and it remains one with these aircraft as well. Certainly
when the=0A> "WING OFF" light comes on, the decision is a no-brainer. How
ever there=0A> are a lot of other factors that have to be considered as wel
l. Jumping=0A> out of your airplane when it is over a highly residential a
rea might be=0A> the best thing to do in order to save your own life, but w
hat of others?=0A> Is taking the time to consider that factor less than sma
rt? Possibly.=0A> However I doubt anyone would condemn a pilot for at leas
t considering=0A> that aspect of the decision. In fact, MANY pilots who de
cided to stay=0A> with their aircraft are now referred to as "Hero's", as w
ell they should=0A> be. =0A> =0A> So I have to respectfully disagree. I t
hink you can prepare "canned=0A> situations" where you can make the decisio
n beforehand, but just like=0A> going into battle.... a lot of decisions ha
ve to be made right on the=0A> spot and sometimes there are factors that re
quire you to think a little=0A> bit before you just turn upside down and re
lease your seatbelt. =0A> =0A> Mark Bitterlich =0A> N50YK =0A> =0A> -----
Original Message-----=0A> From: owner-yak-list-server@matronics.com=0A> [ma
ilto:owner-yak-list-server@matronics.com] On Behalf Of Stu=0A> Sent: Wednes
day, March 02, 2011 2:05 PM=0A> To: yak-list@matronics.com=0A> Subject: Yak
-List: Re: April 2010 Yak 50 Engine Failure in UK=0A> =0A> =0A> A credit to
the pilot for bringing his aircraft to the ground safely and=0A> walking a
way from it. However, reflecting on this experience (and one=0A> of my own
), the pilot's decision to force land vs. bale out troubles me.=0A> =0A>
=0A> Traditionally (at least in the U.S.) we get a lot more training on how
=0A> to force land an aircraft than how to bale out of it. Whereas, in the
=0A> USSR, DOSAAF students were required to practice and demonstrate=0A> p
roficiency in Yak bale out procedures. Yet the DOSAAF records have=0A> man
y accounts of injury and fatality attributable to pilots' decisions=0A> to
stay with their aircraft when there was no apparent need to. =0A> =0A> I s
uppose that pondering the decision for a split second too long could=0A> co
st a pilot his life. It seems to me that in most imaginable=0A> circumstan
ces the decision can be made beforehand...so as to avoid=0A> hesitation in
the cockpit. For my part, considering the relatively low=0A> value of a Y
ak or CJ (compared to life), if it is clear that the engine=0A> will not re
start and with enough altitude and minimal threat to those on=0A> the groun
d, the policy is bale out now and pick up the insurance check=0A> later.
=0A> =0A> Stu Nicholson=0A> =0A> --------=0A> Stewart Nicholson=0A> Yak 52
N122GC=0A> =0A> =0A> =0A> =0A> Read this topic online here:=0A> =0A> http:/
/forums.matronics.com/viewtopic.php?p=332517#332517=0A> =0A> =0A> =0A>
============
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| Subject: | Wanted: cowlings |
I'm working on some cowling mods for both CJ and Yak (yes, even a Yak could be
improved upon!)and need *parts* that I could strip from a damaged or beat-up Lower
cowls. At this time, I'm working on some "replacement" Lower Cowl improvements,
Upper cowl parts: "next year". Reply off-list if you have something I can
use.
I can't flight-test mods to the Yak, but maybe I'll find someone who appreciates
efficiency improvements and an air filter mod. Yes, I understand that the words
"Yak" and "Efficiency" are not normally seen in the same sentence. And yes,
I understand that lowering the drag of a Yak *ruins* the hang time on the down
line.
As always, I'll manage the long distance taxi over to Sun 'n Fun from my hanger,
see y'all there. Night Airshow party there too on Friday, let me know if you
are coming.
Craig Payne
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> Does anyone know when the FAST check pilot meeting is at S&F?
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