Today's Message Index:
----------------------
1. 12:06 AM - Re: Housai supercharger (Nanchang CJ6)
2. 12:08 AM - Re: CJ-6 Attitude Indicator (Nanchang CJ6)
3. 12:18 AM - Re: US nose wheel conversion for CJ (Nanchang CJ6)
4. 12:38 AM - Re: Project for sale (Nanchang CJ6)
5. 04:58 AM - Re: Off Field Landing Doug and Kath Sapp ()
6. 06:02 AM - Doug and Kathleen Sapp (Jill Gernetzke)
7. 06:04 AM - Re: Re: Off Field Landing Doug and Kath Sapp (Roger Kemp M.D.)
8. 06:07 AM - 07:03 AM - Re: Re: Mag coils (Brian Lloyd) (Jill Gernetzke)
9. 06:18 AM - Re: FW: Off Field Landing Doug and Kath Sapp (dabear)
10. 06:21 AM - Re: FW: Update on Doug and Kathleen Sapp (Roger Kemp M.D.)
11. 07:59 AM - Re: FW: Update on Doug and Kathleen Sapp (Genzlinger, Reade)
12. 08:20 AM - Re: Off Field Landing Doug and Kath Sapp (N642K)
13. 08:44 AM - Re: Off Field Landing Doug and Kath Sapp (A. Dennis Savarese)
14. 08:58 AM - Re: Doug and Kathleen Sapp (Kregg Victory)
15. 08:58 AM - Re: Off Field Landing Doug and Kath Sapp (David Jester)
16. 11:10 AM - Re: 07:03 AM - Re: Re: Mag coils (Brian Lloyd) (Brian Lloyd)
17. 11:24 AM - Re: FW: Update on Doug and Kathleen Sapp (Brian Lloyd)
18. 02:56 PM - Re: Off Field Landing Doug and Kath Sapp (CD 2.0)
19. 05:02 PM - Re: Update on Doug and Kathleen Sapp (Dennis Nickson)
20. 06:24 PM - Re: Doug and Kathleen Sapp (Mike Bell)
21. 06:24 PM - Re: FW: Update on Doug and Kathleen Sapp (Bill Geipel)
22. 06:39 PM - G Tolerance and Hydration (Roger Kemp M.D.)
23. 06:50 PM - Re: G Tolerance and Hydration (cjpilot710@aol.com)
24. 07:03 PM - Re: FW: Update on Doug and Kathleen Sapp (Walter Lannon)
25. 08:05 PM - YAK 55 (Walt Murphy)
26. 08:42 PM - CJ-6A SS Exhaust (alikatz@mbay.net)
27. 09:19 PM - Re: G Tolerance and Hydration (keithmckinley)
28. 09:28 PM - Re: Re: G Tolerance and Hydration (Eric Wobschall)
29. 09:54 PM - Re: CJ-6A SS Exhaust (Kurt Howerton)
30. 10:17 PM - Re: FW: Update on Doug and Kathleen Sapp (Brian Lloyd)
Message 1
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| Subject: | Re: Housai supercharger |
Our Chinese HS-6A radial engine is 285 HP.
Sarah
www.difane.cn
--------
Sarah's E-mail:lcdzkj@live.cn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344199#344199
Message 2
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| Subject: | Re: CJ-6 Attitude Indicator |
Yes, we have almost all the Cj-6A parts in China.
Please contact me if you are interested in it.
Sarah
www.difane.cn
--------
Sarah's E-mail:lcdzkj@live.cn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344200#344200
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| Subject: | Re: US nose wheel conversion for CJ |
I'm not sure if you are interested in our Chinese nose wheel version.
Sarah
--------
Sarah's E-mail:lcdzkj@live.cn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344201#344201
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| Subject: | Re: Project for sale |
We have SBL-53 if you are interested in. Please see the picture.
Sarah
--------
Sarah's E-mail:lcdzkj@live.cn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344204#344204
Attachments:
http://forums.matronics.com//files/sbl_53_926.jpg
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| Subject: | Re: Off Field Landing Doug and Kath Sapp |
In our prayers.
Steve & Donna
---- Tom Elliott <N13472@aol.com> wrote:
>
> Doug and Kath Sapp had a rough off field landing this morning near the Ryan
> Ranch airport ( 2MT1) near West Glacier Mt.
> They were in their Super Cub. Both are doing OK and are under testing in the
> hospital. Hal Morley is with them. Hal said
> they are bruised up and sore but NO broken bones. The plane was described as
> totaled. Hal or Doug will send an update this
> evening.
>
>
> Tom & Nora Elliott
> 777 Quartz Ave
> PMB 7004
> Sandy Valley NV
> 89019
> Tom cell 702-595-2680
> Nora cell 702-808-1316
>
>
>
>
>
>
>
Message 6
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| Subject: | Doug and Kathleen Sapp |
We are wishing two of the finest people in the Yak community a quick and
complete recovery.
Jill
M-14P, Inc.
Message 7
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| Subject: | Re: Off Field Landing Doug and Kath Sapp |
Roger that.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of keithmckinley
Sent: Sunday, June 26, 2011 11:09 PM
Subject: Yak-List: Re: Off Field Landing Doug and Kath Sapp
--> <keith.mckinley@townisp.com>
Best wishes for a speedy recovery!
Keith
--------
Keith McKinley
700HS
KFIT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344190#344190
Message 8
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| Subject: | 07:03 AM - Re: Re: Mag coils (Brian Lloyd) |
Brian,
There are/were plenty of people working on electronic ignition.
We are intent to keep the engine operating as close to original as possible.
The cost of electronic ignition is also a factor. We don't believe that the
cost/benefit makes it worthwhile.
Jill
M-14P, Inc.
Message 9
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| Subject: | FW: Off Field Landing Doug and Kath Sapp |
Give Doug and Kathleen our best. They are in our family's prayers for a
speedy recovery. Let us know if there is anything they need.
Randy DeVere
-----Original Message-----
From: Tom Elliott [mailto:N13472@aol.com]
Sent: Sunday, June 26, 2011 1:07 PM
Cc: Hal
Subject: Off Field Landing Doug and Kath Sapp
Importance: High
Doug and Kath Sapp had a rough off field landing this morning near the Ryan
Ranch airport ( 2MT1) near West Glacier Mt.
They were in their Super Cub. Both are doing OK and are under testing in the
hospital. Hal Morley is with them. Hal said they are bruised up and sore but
NO broken bones. The plane was described as totaled. Hal or Doug will send
an update this evening.
Tom & Nora Elliott
777 Quartz Ave
PMB 7004
Sandy Valley NV
89019
Tom cell 702-595-2680
Nora cell 702-808-1316
Message 10
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| Subject: | FW: Update on Doug and Kathleen Sapp |
Hal,
Thanks for the update. Good piloting skills and the good Lord smiled on
them.
The compression fractures will take some time to recover from to say the
least. As long as they are stable and with no fragments compressing the
canal would give them a minimum of 1 month to knit the fracture but 6 months
for everything to settle down. They may have some degree of pain from this
for a while if not life.
Good news is they are still able to sit/stand in the vertical and take
nourishment under their own power.
Guess now's not a good time to ask Doug about those rocker box gaskets ect,
Huh? :^))
God Speed Doug and Kathleen.
Get well soon,
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Tom Elliott
Sent: Sunday, June 26, 2011 11:07 PM
yak-list-digest@matronics.com
Subject: Yak-List: FW: Update on Doug and Kathleen Sapp
-----Original Message-----
From: Hal Morley [mailto:yakjock@gmail.com]
Sent: Sunday, June 26, 2011 4:44 PM
Cc: Lysandra Sapp; Methea Sapp
Subject: Update on Doug and Kathleen Sapp
Both are stable. Both have nearly identical back injuries with lower spine
compression fractures, although Kathleen also suffered a broken rib. Both
have concussions, Kathleen's a bit more severe and she is feeling nauseous.
Recovery time estimated at 3-6 months wearing body/back braces. Cannot bend
over during this time. Kathleen's brother has been staying with them so
this should help out.
Both also suffered some cuts and bruises.
Doug is up and walking. They will stay either at the hospital or a nearby
motel this evening as Laura's house is about 30 minutes away. Hopefully have
them with us at Laura's for a bit before we get them back to Omak.
NTSB should arrive this afternoon.
Doug and Kathleen were flying their experimental Super Cub. Fuel was on,
engine simply blew. Take off direction is level then rising field then heavy
timber with falling terrain and some ponds. The only possibility was a
small clearing to the right as Doug at 300-400' agl could not turn back. He
picked two Birch trees to go between, was able to slow almost to stall
before impacting the first tree with the right wing, then the second tree
with the left wing (my sense is that the whiplash motion caused the
injuries). Right wing departed and the plane ended up on its right side with
the left wing pointing up. Two other pilots were there within minutes to
help get them out. There was gas leaking but no fire.
Great piloting and good luck.
Hal
Sent from my iPhone
Message 11
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| Subject: | FW: Update on Doug and Kathleen Sapp |
I was at Ryan Field over the weekend and got to see Doug's nicely
tricked out Super Cub - has a 4 blade prop and many of the STC mods.
Ryan Field is right next to West Glacier and is a gem. Not all that
difficult in terms of back country strips but the departure environment
leaves very few options for recovery from an event such as Doug's.
Pretty hostile terrain - so I commend Doug for survivable landing. Very
impressive - and I too am thinking of and hoping for a most speedy
recovery for Doug and Kathy.
Reade Genzlinger
Cairnwood Cooperative Corp.
215.914.0370
Message 12
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| Subject: | Re: Off Field Landing Doug and Kath Sapp |
Get well soon. You're in our prayers.
Mike and Allyson DeCanio
Texas
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344252#344252
Message 13
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| Subject: | Re: Off Field Landing Doug and Kath Sapp |
Doug and Kathleen are in our prayers. Two of THE finest people in the
Yak/CJ community.
Dennis and Paula Savarese
A. Dennis Savarese
334-285-6263
334-546-8182 (cell)
Skype: Yakguy1
www.yak-52.com
On 6/27/2011 6:56 AM, dhanshew@cinci.rr.com wrote:
> --> Yak-List message posted by:<dhanshew@cinci.rr.com>
>
> In our prayers.
>
> Steve& Donna
>
> ---- Tom Elliott<N13472@aol.com> wrote:
>> --> Yak-List message posted by: "Tom Elliott"<N13472@aol.com>
>>
>> Doug and Kath Sapp had a rough off field landing this morning near the Ryan
>> Ranch airport ( 2MT1) near West Glacier Mt.
>> They were in their Super Cub. Both are doing OK and are under testing in the
>> hospital. Hal Morley is with them. Hal said
>> they are bruised up and sore but NO broken bones. The plane was described as
>> totaled. Hal or Doug will send an update this
>> evening.
>>
>>
>> Tom& Nora Elliott
>> 777 Quartz Ave
>> PMB 7004
>> Sandy Valley NV
>> 89019
>> Tom cell 702-595-2680
>> Nora cell 702-808-1316
>>
>>
>>
>>
>>
>>
>>
>
>
Message 14
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| Subject: | Doug and Kathleen Sapp |
Hope for a speedy recovery Doug and Kathleen!!!!!!!!!!
Kregg
Victory Aero LLC
2502 John Montgomery Dr.
San Jose, CA 95148
408-836-5122
www.balancemyprop.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of alikatz@mbay.net
Sent: Sunday, June 26, 2011 9:38 PM
Subject: Re: Yak-List: FW: Update on Doug and Kathleen Sapp
Tom & Hal,
Thank you for the update, our thoughts and prayers are with them...
Best Regards,
Jim Selby Jr
Quoting Tom Elliott <N13472@aol.com>:
>
>
> -----Original Message-----
> From: Hal Morley [mailto:yakjock@gmail.com]
> Sent: Sunday, June 26, 2011 4:44 PM
> To: Tom Elliott; David KingCJ6; byronmfox Fox
> Cc: Lysandra Sapp; Methea Sapp
> Subject: Update on Doug and Kathleen Sapp
>
> Both are stable. Both have nearly identical back injuries with lower spine
> compression fractures, although Kathleen also suffered a broken rib. Both
> have concussions, Kathleen's a bit more severe and she is feeling
nauseous.
> Recovery time estimated at 3-6 months wearing body/back braces. Cannot
bend
> over during this time. Kathleen's brother has been staying with them so
> this should help out.
>
> Both also suffered some cuts and bruises.
>
> Doug is up and walking. They will stay either at the hospital or a nearby
> motel this evening as Laura's house is about 30 minutes away. Hopefully
have
> them with us at Laura's for a bit before we get them back to Omak.
>
> NTSB should arrive this afternoon.
>
> Doug and Kathleen were flying their experimental Super Cub. Fuel was on,
> engine simply blew. Take off direction is level then rising field then
heavy
> timber with falling terrain and some ponds. The only possibility was a
> small clearing to the right as Doug at 300-400' agl could not turn back.
He
> picked two Birch trees to go between, was able to slow almost to stall
> before impacting the first tree with the right wing, then the second tree
> with the left wing (my sense is that the whiplash motion caused the
> injuries). Right wing departed and the plane ended up on its right side
with
> the left wing pointing up. Two other pilots were there within minutes to
> help get them out. There was gas leaking but no fire.
>
> Great piloting and good luck.
>
> Hal
>
>
> Sent from my iPhone
>
>
Message 15
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| Subject: | Re: Off Field Landing Doug and Kath Sapp |
Ditto
Sent from my iPhone
On Jun 27, 2011, at 10:41 AM, "A. Dennis Savarese" <dsavarese0812@bellsouth.net>
wrote:
>
> Doug and Kathleen are in our prayers. Two of THE finest people in the Yak/CJ
community.
>
> Dennis and Paula Savarese
>
> A. Dennis Savarese
> 334-285-6263
> 334-546-8182 (cell)
> Skype: Yakguy1
> www.yak-52.com
>
>
> On 6/27/2011 6:56 AM, dhanshew@cinci.rr.com wrote:
>> --> Yak-List message posted by:<dhanshew@cinci.rr.com>
>>
>> In our prayers.
>>
>> Steve& Donna
>>
>> ---- Tom Elliott<N13472@aol.com> wrote:
>>> --> Yak-List message posted by: "Tom Elliott"<N13472@aol.com>
>>>
>>> Doug and Kath Sapp had a rough off field landing this morning near the Ryan
>>> Ranch airport ( 2MT1) near West Glacier Mt.
>>> They were in their Super Cub. Both are doing OK and are under testing in the
>>> hospital. Hal Morley is with them. Hal said
>>> they are bruised up and sore but NO broken bones. The plane was described as
>>> totaled. Hal or Doug will send an update this
>>> evening.
>>>
>>>
>>> Tom& Nora Elliott
>>> 777 Quartz Ave
>>> PMB 7004
>>> Sandy Valley NV
>>> 89019
>>> Tom cell 702-595-2680
>>> Nora cell 702-808-1316
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
>
>
Message 16
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| Subject: | 07:03 AM - Re: Re: Mag coils (Brian Lloyd) |
On Mon, Jun 27, 2011 at 6:05 AM, Jill Gernetzke <jill@m-14p.com> wrote:
> Brian,****
>
> ** **
>
> There are/were plenty of people working on electronic ignition.
>
OK.
>
>
****
>
> ** **
>
> We are intent to keep the engine operating as close to original as
> possible. The cost of electronic ignition is also a factor. We don=92t
> believe that the cost/benefit makes it worthwhile.
>
I understand. ROI is key. I haven't been there yet, hence the query.
OTOH, it seems to me that it would be nice to be able to vary mag timing
based on both RPM and MAP. As I recall the russian mags have neither while
the chinese mags have only RPM (centrifugal) timing advance. Having both
would be nice for high-altitude and/or low power cruising.
But I understand that this is a small market and might require a larger one
to make it worthwhile to deal the FAA. <sigh>
--
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
Message 17
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| Subject: | Re: FW: Update on Doug and Kathleen Sapp |
On Sun, Jun 26, 2011 at 9:07 PM, Tom Elliott <N13472@aol.com> wrote:
> The only possibility was a
> small clearing to the right as Doug at 300-400' agl could not turn back.
This is not a criticism of Doug but Hal's posting just reminded me of this.
I have experimented with the turn-back maneuver in various different
aircraft. I found that with some aircraft, turn back at 400agl is not only
possible but provides comfortable margin. With others (most notably the
Yak-52 and CJ6A) turn back is not possible from ANY altitude. (Turn-back to
land downwind may be possible from some point after the beginning of the
turn to crosswind and possibly in the turn to downwind in the CJ/YAK. I
haven't practiced this ... yet.) (A stopped-prop helps immensely.)
Bottom line: it is worth checking out with any airplane you fly. And if you
know the appropriate altitudes, you can put them in your take-off go/no-go
list. Mine has two: abort point on the runway and turn back point/altitude
for singles. For gliders they are the turn-back point (downwind landing),
abbreviated pattern point (midfield turn to land without running off the
end), and normal turn-back point (from which a normal pattern can be
completed).
In a twin you have to also include the point in the take-off where you have
enough altitude and airspeed to safely cage the dead engine and proceed
single engine. Failure to reach that point means engine failure is the same
as engine failure in a single -- you are going down. Period. I refer to the
section of take off from the time I pass my runway abort point to the safe
altitude/airspeed to proceed single-engine as the "dead zone". :-)
--
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
Message 18
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| Subject: | Re: Off Field Landing Doug and Kath Sapp |
I'm new to the Yak/Cj community and I haven't had the chance to get to know Doug
and Kath but certainly I hope they recover very soon.
Anybody know anything about the cause of the accident?
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344296#344296
Message 19
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| Subject: | Re: Update on Doug and Kathleen Sapp |
Doug and Kath:
Our best wishes for a quick and complete recovery.
Sherry and Dennis Nickson
Dennis A. Nickson, Broker # 777174
Nickson and Associates
2931 Boeing Road
Cameron Park, CA. 95682
530 677-9760 office
530 677-1800 fax
530 957-9760 cell
www.nickson.biz
dennis@nickson.biz
__I__
______( * )______
o/ \o
Message 20
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| Subject: | Re: Doug and Kathleen Sapp |
Dittos. Get well soon!
--------
Mike Bell
Elk Grove, CA
avbell2(at)comcastdotnet
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344315#344315
Message 21
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| Subject: | Re: FW: Update on Doug and Kathleen Sapp |
What does caging the dead engine mean? If it's dead, you have lost the abili
ty to Feather it haven't you? Doubtful that is windmilling at takeoff speed.
Bill
On Jun 27, 2011, at 1:22 PM, Brian Lloyd <brian@lloyd.com> wrote:
> On Sun, Jun 26, 2011 at 9:07 PM, Tom Elliott <N13472@aol.com> wrote:
> The only possibility was a
> small clearing to the right as Doug at 300-400' agl could not turn back.
>
> This is not a criticism of Doug but Hal's posting just reminded me of this
.
>
> I have experimented with the turn-back maneuver in various different aircr
aft. I found that with some aircraft, turn back at 400agl is not only possib
le but provides comfortable margin. With others (most notably the Yak-52 and
CJ6A) turn back is not possible from ANY altitude. (Turn-back to land downw
ind may be possible from some point after the beginning of the turn to cross
wind and possibly in the turn to downwind in the CJ/YAK. I haven't practiced
this ... yet.) (A stopped-prop helps immensely.)
>
> Bottom line: it is worth checking out with any airplane you fly. And if yo
u know the appropriate altitudes, you can put them in your take-off go/no-go
list. Mine has two: abort point on the runway and turn back point/altitude f
or singles. For gliders they are the turn-back point (downwind landing), abb
reviated pattern point (midfield turn to land without running off the end), a
nd normal turn-back point (from which a normal pattern can be completed).
>
> In a twin you have to also include the point in the take-off where you hav
e enough altitude and airspeed to safely cage the dead engine and proceed si
ngle engine. Failure to reach that point means engine failure is the same as
engine failure in a single -- you are going down. Period. I refer to the se
ction of take off from the time I pass my runway abort point to the safe alt
itude/airspeed to proceed single-engine as the "dead zone". :-)
>
>
>
> --
> Brian Lloyd, WB6RQN/J79BPL
> 3191 Western Dr.
> Cameron Park, CA 95682
> brian@lloyd.com
> +1.767.617.1365 (Dominica)
> +1.916.877.5067 (USA)
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 22
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| Subject: | G Tolerance and Hydration |
All,
This is a topic I intended to present to the Red Star Rag for the summer
edition but too many irons in the fire prevented getting the message out.
Basically Summer is here. It is hot on the ramp and we are going to sweat.
Remember to hydrate early and hydrate often. Beer, whiskey, coffee, tea, and
soft drinks containing caffeine is not hydrating. They are dehydrating.
In the summer sun you lose approximately 1 pound of water an hour. When you
are walking across the ramp drinking a cool looking pint bottle of Desani or
Avian for the first time of the day after being on the ramp for 3 hours you
are behind the power curve already. Your blood volume is down 48 oz.(1500
mls), Slugging down that 16 oz. (~500 mls) of bottle of water walking to
the jet for the first flight of the show you are behind. Now that bottle of
water you just sucked down is going to take almost 45 minutes to be absorbed
by your GI tract into your blood stream. The average 70 kg human has roughly
5 liters of blood volume (~ 160 oz.). So you are starting your routine in
the heat roughly 48 oz or ~ 1500 mls down. With the water volume down in
the vascular system, the blood is thicker and therefore it flows slower
therefor it is harder for your heart to pump out of the extremities up to
the brain under G. If your starting blood volume is down 1500 ml, you are
starting your routine with an approximate 30% to 40% lower G tolerance than
a hydrated pilot.
So if your basic hydrated G tolerance is 6 to 7 Gs without experiencing
gray out, a 30 to 40% loss of G tolerance due to dehydration means you are
roughly a 5 G man now. Basically dehydration robs you of 1.5 to 2 G's after
3 to 4 hours in the sun on the ramp.
Bottom line, stay in a cool shaded place as long as possible, drink water
till you slosh, and if you are peeing yellow with a slight headache you are
DRY (hypovolemic)and you are at risk for G lock.
Doc
Message 23
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| Subject: | Re: G Tolerance and Hydration |
EXCELLENT ADVISE DOC. THANKS
In a message dated 6/27/2011 9:39:40 P.M. Eastern Daylight Time,
viperdoc@mindspring.com writes:
All,
This is a topic I intended to present to the Red Star Rag for the summer
edition but too many irons in the fire prevented getting the message out.
Basically Summer is here. It is hot on the ramp and we are going to sweat
.
Remember to hydrate early and hydrate often. Beer, whiskey, coffee, tea,
and soft drinks containing caffeine is not hydrating. They are dehydratin
g.
In the summer sun you lose approximately 1 pound of water an hour. When
you are walking across the ramp drinking a cool looking pint bottle of De
sani
or Avian for the first time of the day after being on the ramp for 3 hour
s
you are behind the power curve already. Your blood volume is down 48
oz.(1500 mls), Slugging down that 16 oz. (~500 mls) of bottle of water
walking
to the jet for the first flight of the show you are behind. Now that bott
le
of water you just sucked down is going to take almost 45 minutes to be
absorbed by your GI tract into your blood stream. The average 70 kg human
has
roughly 5 liters of blood volume (~ 160 oz.). So you are starting your
routine in the heat roughly 48 oz or ~ 1500 mls down. With the water vol
ume
down in the vascular system, the blood is thicker and therefore it flows
slower therefor it is harder for your heart to pump out of the extremitie
s up
to the brain under G. If your starting blood volume is down 1500 ml, you
are
starting your routine with an approximate 30% to 40% lower G tolerance
than a hydrated pilot.
So if your basic hydrated G tolerance is 6 to 7 Gs without experiencing
gray out, a 30 to 40% loss of G tolerance due to dehydration means you ar
e
roughly a 5 G man now. Basically dehydration robs you of 1.5 to 2 G
=99s
after 3 to 4 hours in the sun on the ramp.
Bottom line, stay in a cool shaded place as long as possible, drink water
till you slosh, and if you are peeing yellow with a slight headache you
are
DRY (hypovolemic)and you are at risk for G lock.
Doc
========================
============
(http://www.matronics.com/Navigator?Yak-List)
========================
============
========================
============
(http://www.matronics.com/contribution)
========================
============
Message 24
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| Subject: | Re: FW: Update on Doug and Kathleen Sapp |
While I have no experience with light twin feathering systems I am sure feathering
is available with a "dead" engine.
It most certainly is in the larger twins and multi's. Oil pressure is porvided
by a totally seperate, electrically driven, feathering pump. Some installations
even include a seperate feathering oil supply.
Whether the prop is windmilling or stopped it is producing a whole lot of undesireable
drag
Walt
----- Original Message -----
From: Bill Geipel
To: yak-list@matronics.com
Sent: Monday, June 27, 2011 6:20 PM
Subject: Re: Yak-List: FW: Update on Doug and Kathleen Sapp
What does caging the dead engine mean? If it's dead, you have lost the ability
to Feather it haven't you? Doubtful that is windmilling at takeoff speed.
Bill
On Jun 27, 2011, at 1:22 PM, Brian Lloyd <brian@lloyd.com> wrote:
On Sun, Jun 26, 2011 at 9:07 PM, Tom Elliott <N13472@aol.com> wrote:
The only possibility was a
small clearing to the right as Doug at 300-400' agl could not turn back.
This is not a criticism of Doug but Hal's posting just reminded me of this.
I have experimented with the turn-back maneuver in various different aircraft.
I found that with some aircraft, turn back at 400agl is not only possible
but provides comfortable margin. With others (most notably the Yak-52 and CJ6A)
turn back is not possible from ANY altitude. (Turn-back to land downwind may
be possible from some point after the beginning of the turn to crosswind and
possibly in the turn to downwind in the CJ/YAK. I haven't practiced this ... yet.)
(A stopped-prop helps immensely.)
Bottom line: it is worth checking out with any airplane you fly. And if you
know the appropriate altitudes, you can put them in your take-off go/no-go list.
Mine has two: abort point on the runway and turn back point/altitude for singles.
For gliders they are the turn-back point (downwind landing), abbreviated
pattern point (midfield turn to land without running off the end), and normal
turn-back point (from which a normal pattern can be completed).
In a twin you have to also include the point in the take-off where you have
enough altitude and airspeed to safely cage the dead engine and proceed single
engine. Failure to reach that point means engine failure is the same as engine
failure in a single -- you are going down. Period. I refer to the section of
take off from the time I pass my runway abort point to the safe altitude/airspeed
to proceed single-engine as the "dead zone". :-)
--
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
Message 25
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Does anyone have a condition inspection checklist for a YAK 55 that they
could share?
Thanks,
Walt Murphy
CJ6 A
Reno,NV
Message 26
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| Subject: | CJ-6A SS Exhaust |
I have a gentleman looking to purchase a SS Exhaust System for
the CJ-6A ( 285 h.p. ), would anyone happen to know who's
producing/selling this system? Thank you,
Best Regards
Jim
Message 27
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| Subject: | Re: G Tolerance and Hydration |
Doc,
Is there any benefit or detriment drinking gatorade or something similar?
K
--------
Keith McKinley
700HS
KFIT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344351#344351
Message 28
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| Subject: | Re: G Tolerance and Hydration |
water
On Jun 28, 2011, at 12:16 AM, keithmckinley wrote:
>
> Doc,
>
> Is there any benefit or detriment drinking gatorade or something similar?
>
> K
>
> --------
> Keith McKinley
> 700HS
> KFIT
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=344351#344351
>
>
>
>
>
>
>
>
>
>
Message 29
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| Subject: | Re: CJ-6A SS Exhaust |
Got mine from aircraftexhaust.com
________________________________________
Kurt "It" Howerton
N923YK
530-312-1299
http://cj6.scitechsys.com
http://www.baybombersquadron.com
On Mon, Jun 27, 2011 at 8:39 PM, <alikatz@mbay.net> wrote:
>
> I have a gentleman looking to purchase a SS Exhaust System for the
> CJ-6A ( 285 h.p. ), would anyone happen to know who's producing/selling this
> system? Thank you,
>
> Best Regards
> Jim
>
>
Message 30
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| Subject: | Re: FW: Update on Doug and Kathleen Sapp |
On Mon, Jun 27, 2011 at 6:20 PM, Bill Geipel <czech6@mesanetworks.net>wrote:
> What does caging the dead engine mean? If it's dead, you have lost the
> ability to Feather it haven't you?
>
No. A dead engine that is producing zero power is still providing a load on
the windmilling propeller. If it is windmilling, you can feather it. If it
is NOT turning you can't feather it but then, if it is not windmilling, it
is producing much less drag anyway. A stalled airfoil is producing much less
drag than an airfoil that is producing lift near the critical AoA.
> Doubtful that is windmilling at takeoff speed.
>
Oh yes, it will windmill at takeoff speed! Try it in your Yak or CJ. Slow
down to take-off speed and pull the throttle to idle. I betcha the prop
keeps turning. If you aren't sure, turn the mags off for a couple of
seconds. I promise you that the prop won't stop.
--
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
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