Sender: <marv@lancaironline.net>
To:  lml@lancaironline.net
Date: Tue, 21 Aug 2012 11:45:04 -0400
Message-ID: <redirect-5722061@logan.com>
Received-SPF: none
 receiver=logan.com; client-ip=98.139.91.236; envelope-from=cwfmd@yahoo.com
DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws;
  s=s1024; d=yahoo.com;
  h=X-YMail-OSG:Received:X-Mailer:Message-ID:Date:From:Subject:To:MIME-Version:Content-Type;
  b=LWcM0JHRelHa7jwyxJDemwRbfqg5ZWuPS6QEAobaMUf59JphHPmWg2ZJBtkSDAvGPr21LaAyFLi56yKCH7sz1w28WdwT+DIPPl3c57vp13cCOQbRpIfjcBNIuuneyUpdh0znlAXXdSneqBfedTnV+MXNs830K+LKK0HeccsXcDg=;
From: cwfmd@yahoo.com
Subject: RE: [LML] Floatation Devices (or full survival gear) flying over the Great Lakes
MIME-Version: 1.0
Content-Type: multipart/alternative; boundary="943787736-623603502-1345561998=:11789"

--943787736-623603502-1345561998=:11789
Content-Type: text/plain; charset=iso-8859-1
Content-Transfer-Encoding: quoted-printable

Jeff,
I have enjoyed my IV-P for 4 1/2 years now, but not outside gliding distanc=
e from land. You were the theoretical physicist at the LNC campsite, at Sun=
 n Fun in 2008, just after I acquired it.
=A0I was lucky to have the benefit of Navy survival training in the "Dilber=
t dunker" and the helo dunker, which was even more diabolical. I went on to=
 teach this stuff as a flight surgeon, and test pilot, at squadrons,=A0 TPS=
, and Naval PostGraduate School. I also got to help develop new trainers an=
d simulators, like T-45.
=A0The main thing you learn, is how to control panic, in a desperate situat=
ion, because that is your only chance to get out. (0)
=A0We were very fit 20-somethings when we did this, and I doubt if I could =
meet the same fitness standards now.
=A0
Now, Take a deep breath and hold it.
=A0=A0=A0=A0 =A0(as long as you can, while reading this, below,=A0at the ap=
propriate pace.)
=A0
=A0
If the aircraft goes under, or sinks, or inverted, you have to figure out h=
ow to get the door open(0a) wait for equilibrium of very cold in-rushing wa=
ter, before releasing your seat belt. If you do this too early, you lose cr=
itical reference points and end up in the back of the plane, with no escape=
, headed the wrong direction(1). Still holding your breath?
=A0I would recommend a similar experience to anyone contemplating such an a=
dventure. You could start, like an incremental flight test,=A0by swimming i=
n the same lake, off a boat, but wear a life preserver and take a buddy swi=
mmer. If you are still game, and still want to try with others,=A0then get =
your passengers to try it with you(1a). Try out the raft and equipment. Man=
y 50-somethings cannot get into the raft, because of fitness, strength, or =
arthritis, rapidly aggravated by very cold water. Some cannot inflate their=
 life preserver, and will need help,=A0if they escape from the plane.=A0Fin=
ally, take the aviation sim/ water survival course, in a pool with divers.
Alternatively, take the advice of those who survived the survival training.=
 Honestly, when they told me to put on the blindfold again when I lost my b=
earings, it was the only time in a 25 year Naval Aviation carer that I cons=
idered a DOR(2). My copilot had given me a good kick in the face with his b=
oot.... wasn't my fault, I did everything right, but I still got another ru=
n.... In the Navy we go back every 4 years for this "practice drowning" exe=
rcise. I got better at being patient, to wait for the panic-ers to leave fi=
rst.
=A0Now whenever they give that escape lighting briefing on the airlines, lo=
ok for the old guys that follow every detail of the brief. They do find the=
 "nearest exit" and look for the handholds needed for reference, in the bli=
nd.. They are probably veterans of this water survival course. You never fo=
rget.
And I never fly single engine, with untrained 'survivors',=A0over the Great=
 Lakes or Pacific coast waters, outside gliding range. (3)
=A0
Happy flying(inside glide range:)
Bill Miller
=A0
Notes:
(0) Training is always assisted when they make the next Titanic movie: unsi=
nkable, frigid water, ice, etc, etc.
(0a)another topic is complexity of that latch and what might happen under s=
tructural distortion?
(1) anybody else looking at alt escape portal, as required on certified? We=
 are designing a pry-bar to release the right rear window, in case the sing=
le=A0door is jammed or obstructed
(1a) most of us ignore the water temp and wetsuits(dry suits), unless we ac=
tually try this out!
(2) DOR =3D drop on request, voluntary resignation from Aviation
(3) until they actually drop you in the choppy bay, pick you up in the helo=
, its hard to imagine the hazards.=A0 My helo diverted when my neighboring =
raft set off his flare for sharks. Now am I the bait?=20
Don't touch the basket until it hits the water cause the static discharge c=
an kill you. You can't see anything in the rotor down-wash and spray. Wonde=
r where my glasses are?
(4) If you think this sounds depressing, imagine facing it 'de novo', witho=
ut any experience, and the guilt, for those you might leave behind.=20
=A0
Sorry, it's reality, but easily avoided. Denial is not a good option in thi=
s domain.
91.103 Preflight action.
Each pilot in command shall, before beginning a flight, become familiar wit=
h all available information concerning that flight.
--943787736-623603502-1345561998=:11789
Content-Type: text/html; charset=iso-8859-1
Content-Transfer-Encoding: quoted-printable

<table cellspacing=3D"0" cellpadding=3D"0" border=3D"0" ><tr><td valign=3D"=
top" style=3D"font: inherit;"><DIV>Jeff,</DIV>
<DIV>I have enjoyed my IV-P for 4 1/2 years now, but not outside gliding di=
stance from land. You were the theoretical physicist at the LNC campsite, a=
t Sun n Fun in 2008, just after I acquired it.</DIV>
<DIV>&nbsp;I was lucky to have the benefit of Navy survival training in the=
 "Dilbert dunker" and the helo dunker, which was even more diabolical. I we=
nt on to teach this stuff as a flight surgeon, and test pilot, at squadrons=
,&nbsp; TPS, and Naval PostGraduate School. I also got to help develop new =
trainers and simulators, like T-45.</DIV>
<DIV>&nbsp;The main thing you learn, is how to control <U>panic</U>, in a d=
esperate situation, because that is your only chance to get out. (0)</DIV>
<DIV>&nbsp;We were very fit 20-somethings when we did this, and I doubt if =
I could meet the same fitness standards now.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Now, Take a deep breath and hold it.</DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp; &nbsp;(as long as you can, while reading this=
, below,&nbsp;at the appropriate pace.)</DIV>
<DIV>&nbsp;</DIV>
<DIV>&nbsp;</DIV>
<DIV>If the aircraft goes under, or sinks, or inverted, you have to figure =
out how to get the door open(0a) wait for equilibrium of very cold in-rushi=
ng water, before releasing your seat belt. If you do this too early, you lo=
se critical reference points and end up in the back of the plane, with no e=
scape, headed the wrong direction(1). Still holding your breath?</DIV>
<DIV>&nbsp;I would recommend a similar experience to anyone contemplating s=
uch an adventure. You could start, like an incremental flight test,&nbsp;by=
 swimming in the same lake, off a boat, but wear a life preserver and take =
a buddy swimmer. If you are still game, and still want to try with others,&=
nbsp;then get your passengers to try it with you(1a). Try out the raft and =
equipment. Many 50-somethings cannot get into the raft, because of fitness,=
 strength, or arthritis, rapidly aggravated by very cold water. Some cannot=
 inflate their life preserver, and will need help,&nbsp;if they escape from=
 the plane.&nbsp;Finally, take the aviation sim/ water survival course, in =
a pool with divers.</DIV>
<DIV>Alternatively, take the advice of those who survived the survival trai=
ning. Honestly, when they told me to put on the blindfold again when I lost=
 my bearings, it was the only time in a 25 year Naval Aviation carer that I=
 considered a DOR(2). My copilot had given me a good kick in the face with =
his boot.... wasn't my fault, I did everything right, but I still got anoth=
er run.... In the Navy we go back every 4 years for this "practice drowning=
" exercise. I got better at being patient, to wait for the panic-ers to lea=
ve first.</DIV>
<DIV>&nbsp;Now whenever they give that escape lighting briefing on the airl=
ines, look for the old guys that follow every detail of the brief. They do =
find the "nearest exit" and look for the handholds needed for reference, in=
 the blind.. They are probably veterans of this water survival course. You =
never forget.</DIV>
<DIV>And I never fly single engine, with untrained 'survivors',&nbsp;over t=
he Great Lakes or Pacific coast waters, outside gliding range. (3)</DIV>
<DIV>&nbsp;</DIV>
<DIV>Happy flying(inside glide range:)</DIV>
<DIV>Bill Miller</DIV>
<DIV>&nbsp;</DIV>
<DIV>Notes:</DIV>
<DIV>(0) Training is always assisted when they make the next Titanic movie:=
 unsinkable, frigid water, ice, etc, etc.</DIV>
<DIV>(0a)another topic is complexity of that latch and what might happen un=
der structural distortion?</DIV>
<DIV>(1) anybody else looking at alt escape portal, as required on certifie=
d? We are designing a pry-bar to release the right rear window, in case the=
 single&nbsp;door is jammed or obstructed</DIV>
<DIV>(1a) most of us ignore the water temp and wetsuits(dry suits), unless =
we actually try this out!</DIV>
<DIV>(2) DOR =3D drop on request, voluntary resignation from Aviation</DIV>
<DIV>(3) until they actually drop you in the choppy bay, pick you up in the=
 helo, its hard to imagine the hazards.&nbsp; My helo diverted when my neig=
hboring raft set off his flare for sharks. Now am I the bait? </DIV>
<DIV>Don't touch the basket until it hits the water cause the static discha=
rge can kill you. You can't see anything in the rotor down-wash and spray. =
Wonder where my glasses are?</DIV>
<DIV>(4) If you think this sounds depressing, imagine facing it 'de novo', =
without any experience, and the guilt, for those you might leave behind. </=
DIV>
<DIV>&nbsp;</DIV>
<DIV>Sorry, it's reality, but easily avoided. Denial is not a good option i=
n this domain.</DIV>
<DIV>91.103 Preflight action.</DIV>
<DIV>Each pilot in command shall, before beginning a flight, become familia=
r with all available information concerning that flight.</DIV></td></tr></t=
able>
--943787736-623603502-1345561998=:11789--