Today's Message Index:
----------------------
1. 01:52 AM - Engine failure (Richard Goode)
2. 05:24 AM - Re: Engine failure (Eric Wobschall)
3. 12:50 PM - Re: Re: Yak-List Digest: 6 Msgs - 03/03/11 (Roger Kemp M.D.)
4. 01:23 PM - Re: Re: Yak-List Digest: 6 Msgs - 03/03/11 (rick@rvairshows.com)
5. 07:08 PM - Re: Engine failure (Yak Pilot)
6. 10:13 PM - Re: April 2010 Yak 50 Engine Failure in UK (GreasySideUp)
Message 1
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We had a Su-26 that had a ground strike-reasonably hard,and lost about 10
inches from one blade [2-blade].
Against advice the owner just put on a new prop and went flying.About 4
hours later,when taxiing in,after aerobatics,one of the satellite gears in
the gearbox broke up and the gearbox locked solid,and this broke 2 of the 4
engine mounts.
Had it happened a couple of minutes earlier,at full power,I'm sure the
engine would have come out!!
Richard Goode
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Message 2
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| Subject: | Re: Engine failure |
I was wondering if the Yak-50 seizure was really sudden. Seems like it
may have reached it's seizure somewhat gradually.
On Mar 5, 2011, at 4:49 AM, Richard Goode wrote:
> We had a Su-26 that had a ground strike-reasonably hard,and lost about
10 inches from one blade [2-blade].
> Against advice the owner just put on a new prop and went flying.About
4 hours later,when taxiing in,after aerobatics,one of the satellite
gears in the gearbox broke up and the gearbox locked solid,and this
broke 2 of the 4 engine mounts.
> Had it happened a couple of minutes earlier,at full power,I=92m sure
the engine would have come out!!
>
> Richard Goode
> Rhodds Farm
> Lyonshall
> Hereford
> HR5 3LW
>
> Tel: +44 (0) 1544 340120
> Fax: +44 (0) 1544 340129
> www.russianaeros.com
>
>
>
>
>
Message 3
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| Subject: | Re: Yak-List Digest: 6 Msgs - 03/03/11 |
Guys,
Agree with all said. My personal decision to leave the A/C is a mindset
that I have considered before leaving the ground. This decision is
certainly fluid and it will be made based on the Emergency. Altitude,
airspeed, terrain, fire, danger to the unsuspecting, controlled or
uncontrolled egress/ejection (granted we don=99t have that luxury)
are all things that are be considered prior to stepping over the side.
If the =9Cwings off light is lite=9D I=99m probably
not going to get out anyway. The Gs and inertia will be such that egress
will probably be impossible. The YAK in a fully developed spin is going
to be tough to exit also.
I think I left the impression that I=99m going to step over the
side regardless. If so sorry but that is not the case. My mindset is
that of =9CI will use the silk let down if I have to=9D if
that unfortunate opportunity presents itself and can be accomplished
with the best possible outcome. To say the decision is canned for every
EP is not what was intended by the statement.
My engine stopping on T.O. 50 feet above the runway with 1500 ft of
runway left in the YAK-50 stepping over the side was not even a
consideration. Getting the nose down, controlling airspeed (flying the
airplane), ensuring gear still were down, a radio call to 2 to abort
T.O., electrical system off along with pull the fuel shut off valve, and
landing straight ahead were the thoughts that went through my mind in
the 3 to 4 seconds from prop stop to roll out. Stepping over the side
was not even part of the mental checklist at that point.
The circumstances dictate the reaction. In some cases stepping over the
side will not be an option. In others, the silk letdown will be.
Doc
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Norman Davis
Sent: Friday, March 04, 2011 4:06 PM
Subject: Yak-List: Re: Yak-List Digest: 6 Msgs - 03/03/11
Hi Guys
With regard to the discussion about bail outs versus emergency landing.
Mark Bitterlich's comments are spot on.
To add my two cents:
Practice emergency approaches every chance you get.
If you are a sky diver and have jumps under your belt, then consider
carefully the jump option.
Can you egress safely?
Will aircraft end up crashing in a "safe" area?
Has the aircraft stopped flying in spite of your control inputs?
JUMP!!
Case in point:
A4 NIGHT catapult shot fully loaded with bombs.
Radio and lights lost airborne.
Extremely high temperature air impinging on left thigh. Hot air flow
reduces with reduced throttle. Flight controls OK, maintaining 500'.
CVA making 30 knots to recover returning strike.
Cannot bring bombs back aboard.
Decision:
Chances of surviving ejection on a black ass night in front of carrier
doing 30 knots? Pretty slim.
Fly a "day approach" pattern to end up alongside LSO about 300'. NORDO,
NO LIGHTS.
Jettison Bombs on SAFE alongside - gets attention.
Pull up and execute day approach, fitting into recovering pattern on
CCA.
Trap aboard
Shut Down in gear. Hot air flow stops on shut down. Piss Off the flight
deck crew who have to hook up tractor and pull clear to allow recovery
to continue.
Time from cat shot to safe recovery: 15 minutes.
Explain actions to CVA skipper and CAG - immediately.
During explanation, squadron maintenance personnel advise emergency
genuine. No lights, no radio and G suit fitting broken to allow hot air
from engine into cockpit.
Had lots of practice? Yes, most FCLPs (Field Carrier Landing Practice)
are conducted at night. Hundreds are completed before carrier quals.
Decision right? Go figure.
Cheers
Norm Davis Cdr USN ret.
_____
From: Yak-List Digest Server <yak-list@matronics.com>
Sent: Fri, 4 March, 2011 8:59:49 PM
Subject: Yak-List Digest: 6 Msgs - 03/03/11
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Total Messages Posted Thu 03/03/11: 6
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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
_____________________________________
Time: 12:55:52 AM PST US
From: "Bruce Thomas" <bvthomas@bigpond.com>
Subject: Yak-List: Bail outs
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
_____________________________________
Time: 12:16:42 PM PST US
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
From: "Bitterlich, Mark G CIV Det Cherry 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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________________________________ Message 3
_____________________________________
Time: 12:41:08 PM PST US
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
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
_____________________________________
Time: 01:24:50 PM PST US
From: Eric Wobschall <eric@buffaloskyline.com>
Subject: Yak-List: 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
_____________________________________
Time: 02:06:25 PM PST US
Subject: Re: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
From: Eric Wobschall <eric@buffaloskyline.com>
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
_____________________________________
Time: 02:27:32 PM PST US
Subject: Re: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
From: "Roger Kemp M.D." <viperdoc@mindspring.com>
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
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> http://www.matronics.com/Navigator?Yap; -->
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= <http://forums.matronics.com>
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Message 4
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| Subject: | Re: Yak-List Digest: 6 Msgs - 03/03/11 |
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Message 5
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| Subject: | Re: Engine failure |
Well this is exactly what I was talking about Richard, and you've given thi
s advice before.=C2-
=C2-
My point is simply this.... an engine was run without oil until it seized.
=C2- As you said, several pistons were welded to the cylinders.=C2- I'd
call this a pretty dramatic example of an engine that locked up.=C2-
=C2-
The prop was spinning and developing power at the time.=C2- Instead of th
e engine coming out of the mounts, the mounts were not even damaged.=C2-
Instead, the planetary gears let go and the prop continued to windmill.=C2
-
=C2-
This tells me that it is hard to really know WHAT is going to happen.=C2-
Obviously if the parts in the engine hold together and everything stops ve
ry quickly, engine mounts can fail as they become the weak link.=C2- On t
he other hand, it is very possible that if the engine was operating at full
power, the gears that let go could have been crushed into powder and the p
rop would have ended up spinning around just like the one you just reported
on did.=C2-
=C2-
I would think that there must be some sort of data on this someplace.=C2-
Radial engines have been shot to pieces for many years.=C2- They are ren
owned for running as long as they have oil in them even with cylinders blas
ted off by anti-aircraft fire.=C2- I've not seen reports of them busting
out of their mounts and departing the aircraft.=C2-
=C2-
A lot of these Housai and M-14 engines have failed in many ways, and I have
yet to hear of one instance of the engine coming out of the mounts and dep
arting the aircraft.=C2-
=C2-
This is not to say that you are wrong.=C2- This is not to say I have more
experience than you do.=C2- I very clearly do NOT.=C2- However, being
an engineering mentality, I like to see the data when something like this i
s said.=C2-
=C2-
Prop strikes on M-14 engines is a very nebulous topic.=C2-Advice runs the
full gamut and depending on who you talk to, if you scrape the paint on th
e blades you need a full engine tear-down, while many others take a more pr
agmatic viewpoint.=C2- Clearly in the matter of prop strikes, how much yo
u grind off and exactly how it happened come into play with that decision.
=C2- I've read what you have written on prop strikes, and also what other
s have said as well, and many of them I consider experts too.=C2- Then th
ere are those that always advise to err on the side of safety... although t
hey have no personal expertise what-so-ever.=C2- I've looked into this su
bject and studied it for about a month now very carefully and the real answ
er I have come up with is:=C2- IT DEPENDS.=C2-
=C2-
But coming back to the topic at hand .... have we any documented cases of M
-14 engines failing under power and ripping themselves right out of the mou
nts?=C2- Failing M-14's, what about any other radials of any era, model,
or design?=C2- I'm not debating here, I am really just very interested in
the facts.=C2-
=C2-
Mark Bitterlich
--- On Sat, 3/5/11, Richard Goode <richard.goode@russianaeros.com> wrote:
From: Richard Goode <richard.goode@russianaeros.com>
Subject: Yak-List: Engine failure
We had a Su-26 that had a ground strike-reasonably hard,and lost about 10 i
nches from one blade [2-blade].
Against advice the owner just put on a new prop and went flying.About 4 hou
rs later,when taxiing in,after aerobatics,one of the satellite gears in the
gearbox broke up and the gearbox locked solid,and this broke 2 of the 4 en
gine mounts.
Had it happened a couple of minutes earlier,at full power,I=99m sure
the engine would have come out!!
=C2-
Richard Goode
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
=C2-
Tel:=C2- +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
=C2-
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| Subject: | Re: April 2010 Yak 50 Engine Failure in UK |
Catastrophic failure of the engine and greater than 1k of altitude I am out of
the Yak unless I am over the field and can make a landing. Greater than 2k I
will try a restart until 2k. If there is a catastrophic failure of the motor
above 2k I will get out as high as I can, with the caveat of making a few radio
calls on guard with my position and to launch the coast guard and still being
out by 2k. 500'to 1k upright in control over trees - I am out of the plane.
Less than 500' unless I have the airspeed to zoom I am staying with the plane.
I know it takes me about 3-5 seconds to get out of the plane. Over populated
area - try to steer away and still bail. I don't have stats but there are
lots of airplanes that have crashed into houses where the only fatalities were
the pilots. I recall 0 instances where a pilot has walked away from putting
a parachute equipped plane successfully on the road in a residential area.
I'm sure there are some, but there are quite a few parachute equipped pilots who
have died in residential areas. If it is between the trees and a park full
of nuns, aim for the trees and bail out above 500'.
Training in Cessnas teaches to land off field because there is no other choice.
In chute equipped aircraft I have found the decision usually depends on the
first instructors attitude and little else. Very few people have an absolute
decision matrix of when they will get out nor anything to base it on. If you
wear a chute, I think you need a plan on when you are going to use it.
If you are currently wearing a parachute and have never been on a skydive, I think
you are wrong. Spend the hundred bucks and go on a tandem dive. Ask to
be the one that pulls the chord and steers and tell him a few goals you would
like to accomplish with the training rather than just going for a "ride". The
confidence it builds will be a great help.
I know a few who have been in GA aircraft who have landed off field and been ok,
I know a few who have died. I know of 2 personally who have bailed and been
fine and there are countless stories of those who could have bailed who are no
longer with us.
Every so often, practice your emergency egress. Unless you have plenty of altitude
I think rolling upside down is not a great idea - especially if you do aerobatics
with primarily positive G's. If you have the plane trimmed for upright
flight and you roll upside down and let go with the intent to get out, I think
bad things will happen. If you have other thoughts on why this is a good
idea I am all ears, but overall I think this is a terrible idea unless you have
significant time in hands off, trimmed inverted flight. My plan is to trade
airspeed for altitude, trim for a slight climb to level at approximately 70 knots
(Yak 50), canopy open, belt off, diving out the right side one foot on the
seat and one off the opposite side to dive below the elevator. Left hand is
protecting my nugget, and right hand moving towards the rip cord. Arch, look
for the plane and pull.
Canopy, visor, mask, seatkit, LPU, 4line, steer, prepare, land. (Military checklist
for operating the chute. Delete as necessary)
If you are bailing out over trees, use your hands to cover your face and eyes.
If you are going to hit power lines, think skinny. Nugget to the side and arms
up on the risers with palms facing out. Over water, act like you are going
to hit the ground, bend your knees and roll on your side on landing just in case
the water is shallow.
Next time you have the chute repacked, ask if you can pull the chord while wearing
the chute and feel the force it takes to pull. Also check the type of chute
you have and ask the rigger for a few lessons on how to use it. Those guys
are generally more than happy to share a little time if it will help save your
life.
What ever you are going to do, have a plan. If you wear a chute and have no idea
when you might use it I challenge you to come up with a matrix of your own
and have a reason for what you are doing.
Knock on wood implied.
-j
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