Tips On Winter
Flying in your ultralight!
Introduction
Winter flying can be some of the
most enjoyable flying you will ever do. It can also be some of the
most dangerous. Weather conditions with, strong and gusty winds,
blowing drifting snow, and icing conditions are just part of the
conditions that require careful planning in order to minimize
their effect on your enjoyment of flying your ultralight.
TIPS ON WINTER FLYING
Most accidents occur around the
home - and most winter ultralight accidents occur within a 50
miles radius of your home base. Thus it is important that you
file a flight plan, or flight itinerary, with someone for every
flight, and a that you brush up on your knowledge on winter
survival techniques. Experience has shown that the advice of
operators who are located in the area where the flight is to occur
is invaluable, fish hut operators for example are an excellent
source of information on ice and weather conditions. Take
advantage of their years of experience on the lake or lakes that
you are looking to fly over. It only takes a phone call and they
are listed in all the telephone books. Local weather channels are
also a good source of information, as are local radio and
television stations.
If you are flying to a friends
place, always give yourself an out by informing him or her that
you intend to fly and will arrive at a certain time, unless the
weather conditions are unfavorable. Remember it is your
responsibility to familiarize yourself with all the information
necessary for a safe flight. The final decision to go, not to go,
or to turn back rests with you and you alone. Don't push yourself
into making a decision that could result in an accident. There are
many more days that you CAN fly as long as you
and your plane are still in one piece.
PREPARATION
If you have only flown your craft
during the warmer summer months, you may not realize that things
are quite different in the winter.
There are three things that you have to prepare:
The Plane
The Engine
The Pilot
The Plane:
I have flown ultralights for over 20 years and have yet to see an
ultralight manufacturers checklist for winter operation. So
using the experience accumulated over this time here are some of
the things that you might do during the winter months, to help
ensure safe, fun ultralight flying.
Tips On Winter
Flying in your ultralight!
Introduction
Winter flying can be some of the
most enjoyable flying you will ever do. It can also be some of the
most dangerous. Weather conditions with, strong and gusty winds,
blowing drifting snow, and icing conditions are just part of the
conditions that require careful planning in order to minimize
their effect on your enjoyment of flying your ultralight.
TIPS ON WINTER FLYING
Most accidents occur around the
home - and most winter ultralight accidents occur within a 50
miles radius of your home base. Thus it is important that you
file a flight plan, or flight itinerary, with someone for every
flight, and a that you brush up on your knowledge on winter
survival techniques. Experience has shown that the advice of
operators who are located in the area where the flight is to occur
is invaluable, fish hut operators for example are an excellent
source of information on ice and weather conditions. Take
advantage of their years of experience on the lake or lakes that
you are looking to fly over. It only takes a phone call and they
are listed in all the telephone books. Local weather channels are
also a good source of information, as are local radio and
televison stations.
If you are flying to a friends
place, always give yourself an out by informing him or her that
you intend to fly and will arrive at a certain time, unless the
weather conditions are unfavorable. Remember it is your
responsibility to familiarize yourself with all the information
necessary for a safe flight. The final decision to go, not to go,
or to turn back rests with you and you alone. Don't push yourself
into making a decision that could result in an accident. There are
many more days that you CAN fly as long as you
and your plane are still in one piece.
PREPARATION
If you have only flown your craft
during the warmer summer months, you may not realize that things
are quite different in the winter.
There are three things that you have to prepare:
The Plane
The Engine
The Pilot
The Plane:
I have flown ultralights for over 20 years and have yet to see an
ultralight manufacturers checklist for winter operation. So
using the experience accumulated over this time here are some of
the things that you might do during the winter months, to help
ensure safe, fun ultralight flying.
Winter covers and control system
locks-If your plane is
left outside exposed to wind and snow I recommended covering
exposed engines, windshields, and locking control systems.
For more info check out
Engine Oil-
On four stroke engine like the
912/912S/914 oil condition and weight is extremely important in
low temperatures. Check your owner’s manual for the proper weight
of oil to be used in low temperature ranges. Also note recommended
starting procedures – you will note that at low temperatures it is
recommended that the engine be turned over by hand first and that
the engine where possible be pre heated. This is especially true
if you have an older 912 – the starter ratio was higher putting
more load on the battery.
Cabin Heater Many aircraft are equipped with cabin heater
shrouds, which enclose the muffler or portions of the exhaust
system. It is imperative that a thorough inspection of the heater
system be made to eliminate the possibility of carbon monoxide
entering the cockpit or cabin area. If you have this kind of
heater installed make sure to install a carbon monoxide detector
unit in your plane.
My recommendation is NOT to use this kind of heating
system.
Cabin heat can be supplied on most Rotax engines via the fan on
air-cooled engines and by the installation of a "liquid heater"
running off the cooling system on liquid cooled two and four
stroke engines.
For
more info check out
Control Cables-Because
of contraction and expansion caused by temperature changes,
control cables should be properly adjusted to compensate for the
temperature changes. Another factor is what cold can do to a
control system - many pilots have reported frozen throttle cables,
throttle slides, and control system cables such as ailerons,
rudder, and elevator.
Propellers-Propeller
difficulties in some electric and hydraulic controlled propellers
can be encountered due to ice and congealed oil. Ice can form on
the "adjusting screw" Also wood propellers can be adversely
affected by cold, snow and ice. Do a thorough preflight looking
for knicks, cracks, or splits. A small split at the end of the
prop can quickly follow the wood grain up the prop resulting in an
in air failure.
Batteries
- Batteries require special attention during cold
weather. Keep them fully charged or removed from the aircraft when
parked outside to prevent loss of power caused by cold
temperatures and the possibility of freezing. Also make sure you
have the correct AMP hour rating. A battery that turns an engine
over in the summer may not have the necessary amps to do the same
in winter. This can result in damage to the starter, ring gear
etc.
Liquid Cooling:
Remember your cooling fluid has to
be checked for the proper amount of anti -freeze. Rotax recommends
a 50/50 distilled water to antifreeze mixture for winter operation
on their two stroke engines and an 80% ratio on the 912/914.
Wheel Pants-Thawing
conditions, result in mud and slush which can be thrown into wheel
pants during taxiing and takeoff. If frozen during flight, this
mud and slush will lock up the wheel which could result in an
accident on landing on a hard or paved surface. It is recommended
that wheel pants be removed to prevent the possibility of frozen
substances locking the wheels or brakes. With wheel pants removed
be careful that mud etc does not come off and go into the prop
during a take off or landing.
OPERATION OF AIRCRAFT
The thoroughness of a preflight
inspection is important in temperature extremes. It is natural to
hurry over the preflight of the aircraft and equipment,
particularly when the aircraft is outside in the cold. However,
this is the time you should do your best preflight inspection.
Fuel Contamination-Fuel
contamination is always a possibility in cold climates. Even with
the best of fuel and fueling precautions, if your aircraft has
been warm and then is parked in the cold, the possibility of
condensation of water in the tanks exists.
As a precaution, it is
suggested:
- Where possible, buy your fuel
from a busy station, fly your craft so as to leave as little as
possible fuel in the tanks, and put fresh fuel in just prior to
each flight. Always drain fuel sumps to remove any water, which
may have been introduced.
- Be sure the fuel being used
is, fresh, properly mixed if required and is the correct grade
(octane) for your engine.
- Be sure to filter the fuel as
it goes into your tanks the best funnel on the market for doing
this is Mr. Funnel - a water separator funnel available from
most ultralight supply stations.
I have tested this funnel - IT WORKS!-DL
Aircraft Fuel Filters and Sumps-
Fuel filters and sumps
(including each tank sump) should be equipped with quick drains.
Sufficient fuel should be drawn off into a transparent container
to see if the fuel is free of contaminants. Experienced operators
place the aircraft in level flight position, and the fuel is
allowed to settle before sumps and filters are drained. All fuel
sumps on the aircraft are drained including individual tank sumps.
Extra care should be taken during changes in temperature,
particularly when it nears the freezing level. Ice may be in the
tanks which may turn to water when the temperature rises, and may
filter down into the carburetor causing engine failure. During
freeze-up in the fall, water can freeze in lines and filters
causing stoppage. If fuel does not drain freely from sumps, this
would indicate a line or sump is obstructed by sediment or ice.
It is usggested you use gas line anti-freeze - the same as
used in snowmobiles to help prevent this. Where aircraft
fuel tanks do not have quick drains installed, it is advisable to
drain a substantial amount (1 quart or more) of fuel from the
gascolator; then change the selector valve and allow the fuel to
drain from the other tank.
Aircraft Preheat-
Low temperatures can change
the viscosity of engine oil, batteries can lose a high percentage
of their effectiveness, instruments can stick, and warning lights,
when "pushed to test," can stick in the pushed position. Because
of the above, preheat of engines as well as cockpit before
starting is considered advisable in low temperatures.
Extreme caution should be used in
the preheat process to avoid fire. The following precautions are
recommended:
- Preheat the aircraft by
storing in a heated hangar, if possible.
- Use only heaters that are in
good condition and do not fuel the heater while it is running.
- During the heating process, do
not leave the aircraft unattended. Keep a fire extinguisher
handy for the attendant.
- Do not place heat ducting so
it will blow hot air directly on parts of the aircraft; such as,
upholstery, canvas engine covers, flexible fuel, oil and
hydraulic lines or other items that may cause fires.
Be sure to follow the
manufacturer's procedures.
Block heater:
In many cold climates cars
come equipped with block heaters as standard equipment. There are
many after market units that have hoses that are the same size as
your heater hose. A trick I use is to install a small inline
block heater into the heater line. Plug it in about 10 minutes
before flight and the engine, and heater are up to temp and
working when your ready to go flying.
Engine Starts-In moderately cold
weather, engines are sometimes started without preheat. Particular
care is recommended during this type of start. Oil is partially
congealed and turning the engines is difficult for the starter or
by hand.
This also results in poor
compression and, consequently, harder starting. Sometimes aircraft
fires have been started by over prime, when the engine fires and
the exhaust system contains raw fuel. Other fires are caused by
backfires through the carburetor. It is good practice to have a
fire extinguisher handy during these starts.
Radios-
Should not be tuned prior to
starting. Radios should be turned on after the aircraft electrical
power is stabilized, be allowed to warm-up for a few minutes and
then be tuned to the desired frequency.
Removal of Ice, Snow, and Frost-
A common winter accident is
trying to take off with frost on the wing surface. It is
recommended that all frost, snow, and ice be removed before
attempting flight. It is best to place the aircraft in a heated
hangar. If so, make sure the water does not run into the
control surface hinges or crevices and freeze when the aircraft is
taken outside. Don't count on the snow blowing off on the
takeoff roll. There is often frost adhering to the wing surface
below the snow. Caution should be used if an aircraft is taken
from a heated hangar and allowed to sit outside for an extended
length of time when it is snowing. The falling snow may melt on
contact with the aircraft surfaces and then refreeze. It may look
like freshly fallen snow but it usually will not blow away when
the aircraft takes off.
Blowing Snow-
If an aircraft is parked in an
area of blowing snow, special attention should be given to
openings in the aircraft where snow can enter, freeze solid, and
obstruct operation. These openings should be free of snow and ice
before flight. Some of these areas are as follows:
- Pitot Tubes
- Radiators
- Carburetor intakes
- Elevator and aileron controls
and cables
- Main wheel and tail wheels and
wheel pants.
Fuel Vents-
Fuel tank vents should be
checked before each flight. A vent plugged by ice or snow can
cause engine stoppage, collapse of the tank, and possibly very
expensive damage.
Taxiing-
A pilot should keep in mind that braking action on
ice or snow is generally poor. Short turns and quick stops should
be avoided. Do not taxi through small snowdrifts or snow banks
along the edge of the runway. Often there is solid ice under the
snow. If you are operating on skis, avoid sharp turns, as this
puts torque on the landing gear in excess of that for which it was
designed. Also for ski operation, make sure safety cables and
shock cords on the front of the skis are carefully inspected. If
these cables or shock cords should break on takeoff, the nose of
the ski can fall down to a near vertical position which seriously
affects the aerodynamics efficiency of the aircraft and creates a
landing hazard.
For more
info check out
If it is necessary to taxi downwind with either wheels or skis and
the wind is strong, get help or don't go. Remember, when you are
operating on skis, you have no brakes and no traction in a
crosswind. On a hard-packed or icy surface, the aircraft will
slide sideways in a crosswind and directional control is minimal
particularly during taxiing and landing roll when the control
surfaces are ineffective.
TAKEOFF
Takeoffs in cold weather offer
some distinct advantages, but they also offer some special
problems. A few points to remember are as follows:
- Care should be exercised in
operating normally aspirated engines. Power output increases at
about 1 % for each ten degrees of temperature below that of
standard air. At -40 degrees F an engine will develop 10% more
than rated power even though RPM and MP limits are not exceeded.
- If the temperature rises, do
not expect the same performance from your aircraft as when it
was operated at the lower density altitudes of cold weather.
It is wise to anticipate the loss
of an airspeed indicator or most any other instrument during a
cold weather takeoff-especially if the cabin section has not been
preheated.
Climb out-
During climb out, keep a close
watch on EGT/water temp/head temperature gauges. Due to
restrictions (baffles) to cooling airflow installed for cold
weather operation and the possibility of extreme temperature
inversions, it is possible to overheat the engine at normal climb
speeds. If the temperatures nears the critical stage, land
immediately find out why and do not commence flight until the
problem has been eliminated.
EN ROUTE
Weather-
Weather conditions vary
considerably in cold climates. Winter weather is often very
changeable; one minute it may be great flying weather and five or
ten minutes later VFR may not be possible. Remember, winter flying
and bad weather don't mix. Set yourself some limits and stick to
them.
Snow showers and
Whiteouts- Snow showers
are, of course, quite prevalent in colder climates. When
penetration is made of a snow shower, the pilot may suddenly find
himself without visibility and in IFR conditions. Snow showers
will often start with light snow and build. Another hazard, which
has claimed as its victims some very competent pilots, is the
"whiteout." This condition is one where within the pilot's
visibility range there are no contrasting ground features.
Obviously the smaller the visibility range the more chance there
is of a whiteout; however, whiteout can occur in good visibility
conditions.
The
following is included for information purposes - on two stroke
engines conventional style of carb heat is not recommended. A two
stroke engine is not as prone to carb icing as a four stroke.
There are several reasons for this.
First - the airflow into a two stroke is not
constant - it pulses back and forth.
Second - the carb is rubber mounted to the engine
manifold which helps stop the transfer of heat/cold.
Third - the gas contains oil which also helps
prevent freezing.
Fourth - you should be using Premium Fuel which
has additives to prevent carb icing.
This is not to say carb icing can
not happen - it has happened to me once in nearly 16,000 hours of
flying. But adding heat to air entering the engine is not good for
a two stroke engine. An alternative is to use electric carb
heaters which heat the carb body. These are available from
LEAF/CPS/Aircraft Spruce.
Click
here for information on carb heat
Carburetor Ice-Three
categories of carburetor ice are:
- Impact ice formed by impact of
moist air at temperatures between 15-32 degrees F on airscoops,
throttle plates, heat valves, etc. Usually forms when visible
moisture such as rain, snow, sleet, or clouds are present. Most
rapid accumulation can be anticipated at 25 degrees F.
- Fuel ice forms at and
downstream from the point that fuel is introduced when the
moisture content of the air freezes as a result of the cooling
caused by vaporization. It generally occurs between 40 and 80
degrees F but may occur at even higher temperatures. It can
occur whenever the relative humidity is more than 50%.
- Throttle ice is formed at or
near a partly closed throttle valve. The water vapor in the
induction air condenses and freezes due to the venturi effect
cooling as the air passes the. throttle valve. Since the
temperature drop is usually around 5 degrees F, the best
temperatures for forming throttle ice would be 32 degrees to 37
degrees F although a combination of fuel and throttle ice could
occur at higher ambient temperatures.
In general, carburetor ice will
form in temperatures between 32 degrees and S0 degrees F when the
relative humidity is 50% or more. If visible moisture is present,
it will form at temperatures between 15 and 32 degrees F. A
carburetor air temperature gauge is extremely helpful to keep the
temperatures within the carburetor in the proper range. Partial
carburetor heat is not recommended if a C.A.T. gauge is not
installed. Partial throttle (cruise or letdown) is the most
critical time for carburetor ice. It is recommended that
carburetor heat be applied before reducing power and that partial
power be used during letdown to prevent icing and overcooling the
engine.
To prevent:
- use carb heat ground check
- use heat in the icing range
- use heat on approach and
descent
If it occurs-Warning signs:
loss of rpm (fixed pitch)
drop in manifold pressure
(constant speed) rough running
Pilot response:
apply full carb heat immediately
(may run rough initially for
short time while ice melts)
The curves encompass conditions
known to be favorable for carburetor icing. The severity of this
problem varies with different types, but these curves are a guide
for the typical light aircraft.
Caution-light icing over a
prolonged period may become serious.
When you receive a weather
briefing, note the temperature and dewpoint and consult this
chart.
Serious
Icing - cruise or climb power
Moderate
Icing - Cruise power or serious icing - glide power
Serious
Icing - glide power
Light
Icing - glide or cruise power
Carbon Monoxide Poisoning-
Don't count on symptoms of
carbon monoxide to warn you: It's colorless, odorless, and
taste-less although it is usually found with exhaust gases and
fumes. If you smell fumes or feel any of the following symptoms,
you should assume that carbon monoxide is present.
Feeling of sluggishness, warmth,
and tightness across forehead followed by headache, throbbing,
pressure at the temples and ringing in the ears. Severe headache,
nausea, dizziness, and dimming of vision may follow. If any of the
above conditions exist, take the following precautions:
- Shut off the cabin heater or
any other opening to the engine compartment.
- Open a fresh air source
immediately.
- Don't smoke.
- Use 100% oxygen if available.
- Land as soon as possible.
- Be sure the source of the
contamination is corrected before further flight.
How
Do You Test For CO?
Since CO is invisible, special tests are needed. The most
common test used is called a "CO
Badge Detector,"
it can be worn or placed in the cockpit. In the center of the
badge is a dot that changes color when CO is present and then
returns to its normal color when exposed to fresh air. This
allows it to be used repeatedly for up to 90 days. For best
results, CO badges should be changed every 60 to 90 days after
they are exposed to air. |
Spatial disorientation can also
be expected any time the pilot continues VFR flight into adverse
weather conditions. Flying low over an open body of water during
low visibility and a ragged ceiling is another ideal situation for
disorientation.
Blowing Snow and Ice Fog-
Blowing snow can be a hazard
on landing, and a close check should be maintained throughout the
flight as to the weather at destination. If the weather pattern
indicates rising winds, then blowing snow may be expected which
may necessitate an alternate course of action.
Ice fog is a condition opposite
to blowing snow and can be expected in calm conditions about -30
degrees F and below. It is found close to populated areas, since a
necessary element in its formation is hydrocarbon nuclei such as
found in automobile exhaust gas or the gas from smoke stacks.
Both of the above conditions can
form very rapidly and are only a few feet thick (usually no more
than 50 feet) and may be associated with clear en route weather. A
careful check of the forecast, weather, and cautious preflight
planning for alternate courses of action should always be
accomplished.
LANDING
A landing surface can be very
treacherous in cold weather operations. In addition, caution is
advised regarding other hazards such as snow banks on the sides of
the runways and poorly marked runways. Advance information about
the current conditions of the runway surface should be obtained.
If it is not readily available, take the time to circle the field
before landing to look for drifts or other obstacles. Be aware
that tracks in the snow on a runway do not ensure safe landing
conditions. Often snowmobiles will use runway areas and give a
pilot the illusion that aircraft have used the airport and the
snow is not deep.
Ski Wheels-
Ski wheel combinations are
popular and very convenient; however, forgetting to use the
landing gear appropriate to the runway surface can be
embarrassing.
Skis-In-level flight, skis due to
their relatively dirty profile will cut cruising speed to some
extent. In addition to some loss of aerodynamic efficiency, skis
have other disadvantages. They require more care in operating
because bare spots must be avoided to keep from wearing the bottom
coating of the skis, although the bottom coating must be renewed
on some skis periodically. There is now on the market an
anti-friction tape which is very useful for this purpose. Skis
equipped with the antifriction coating do not freeze to the
surface like those which expose bare metal to the snow. Another
method of keeping skis from freezing to the snow is to taxi the
aircraft up onto poles placed across and under the skis. This
prevents them from touching the snow for most of their length.
Extra care in use of skis during
takeoff and landing is also recommended. Rutted snow and ice can
cause loss of ground control, even failure of skis or landing gear
parts. Deep powder snow can adversely affect ski operation.
Prolonged takeoff runs in deep powder are expected and it may be
deep enough that no takeoff is possible under existing conditions.
In this case, experienced operators pack a takeoff path with
snowshoes or taxi back and forth until an adequately packed runway
is available.
POST FLIGHT
The following are a few items to
consider before leaving the aircraft after the flight:
- If the aircraft is to be left
outside, put on engine covers and pitot covers.
- If the weather forecast is for
snow or "clear and colder," wing covers and save yourself from
a snow or frost removal job in the morning.
- Control locks are suggested
if the aircraft is left outside, and there is a chance of high
wind conditions. Tie downs are, of course, also suggested in
high winds.
SURVIVAL
After a crash landing, it is best
to leave the aircraft as soon as possible. Take time to analyze
the situation and help others. Take care of any injuries first.
Stay away from the aircraft until all gasoline fumes are gone. Sit
down and think. Keep in mind that survival is 80% mental,
10% equipment, and 10% skills. Since mental factors are the number
one problem, establish a goal to conquer regardless of the
consequences. Don't have "give-up-itis" or a
"do-nothing-attitude." Don't run off without taking time to think
out each problem. Don't imagine things that are not there. There
are basic fears in each of us. They are:
- Fear of the unknown
- Fear of darkness
- Fear of discomfort
- Fear of being a-lone
- Fear of animals
- Fear of death
- Fear of punishment
- Fear of personal guilt
Your
is the best tool for survival. Use it.
The number one enemy is
yourself.
The number two enemy is
injuries.
The number three enemy is
temperature.
The number four enemy is
disease.
Whether to stay with the aircraft
or start out on foot may be a major decision. Did you file a
flight plan /flight itinerary? If you did, it may be best to let
them find you. Do you have a survival kit? Don't fight a storm.
Stay put and find shelter. Most storms are of short duration. What
do you have in the aircraft that can be used to aid in survival?
- The compass will keep you
going in one direction.
- Gasoline will help make a
fire.
- Oil can be used for smoke
signals.
- Seat upholstery may be used to
wrap around feet or hands.
- Wiring may be used for tie
strings.
- The battery may be used to
ignite fuel.
Use whatever is available to
protect the body from the loss of heat. Don't waste body heat by
eating snow. Make a fire; heat water before drinking. You can
conserve energy to last three weeks if you have water and stay
dry. Body heat can escape 240 times faster from wet clothing than
from dry clothing. It is best to eat small amounts of sugary foods
to rep-lace the energy lost through body heat. A good survival kit
is well worth its weight. The following would be a useful kit;
however, you can assemble an inexpensive survival kit of your own.
- First you need a metal
container with a lid. This container can be used to heat water,
make tea, use as a digging tool or polished as a signal mirror.
- Boy Scout knife.
- Small candle.
- Penny box of matches (wrapped
in plastic).
- Leaf bag (pull over head, cut
hole for face).
- Garbage bag (step in, pull up
and tuck in pants or tie around waist). You now have body
protection from heat loss.
- Sugar cubes (wrap in plastic,
6 to 12 cubes).
- Plastic tape.
The above is only a sample of
what can be done. Use your own innovation and remember survival
depends upon you.
PRIVATE AIRCRAFT-DOWNED
AIRCRAFT-LIFE SUPPORT KIT
(Components of this vital kit may
be found in most homes and garages.)
Container: Any Lightweight metal
container with lid, suitable to heat and store water.
Life Support Tools:
- Hack saw-Single handle with
wood blade and metal blade
- Pliers-vise grip
- Pliers-slip joint
- Screwdriver set (multiple)
First Aid Kit-Personal:
- Sealable Plastic Container
- 2-Compress bandages
- 1-Triangle bandage
- Small roll 2" tape
- 6- 3 x 3 gauze pads
- 25-Aspirin
- 10-Band-Aids
- Razor blades or scissors
- Hotel size soap
- Kotex-purse size
- Kleenex-purse size, or toilet
paper
- 6-safety pins
- 1 -Small tube of Unguentine or
Foile
Shelters (minimum of 2)
- Large plastic sheets - 9' x
12' Heavy gauge (one for each person) colored red or yellow
preferred for signal panels.
Life Support Kit
- Waterproofed matches
- Candle or fire starter
- Signal mirror
- Compass-small
- Knife - Boy Scout style
- Insect repellent
- Mosquito net
- whistle
- 50' of 1/8" nylon rope or
shroud line
- Smoke flares or red day-night
flares
- Food and Energy Package-1 Man
5-day rations 2 or 3 cans of Sego, Nutriment or Metrecal for
liquid and energy
- 30 -sugar cubes - wrapped
- 10 - pilot bread or 25
crackers
- 10-packets of salt
- 3 - tea bags
- 12 - rock candy
- 5-gum
- 10 bouillon cubes
- 20 - protein wafers (if
available)
Use poly bags for water storage
Put each item in small plastic
bag and seal. Put everything in small metal can (cook pot), seal
with poly bag and tape.
Requirements for Life:
- You can live without it
approximately
-
Air............................3 minutes
- Body
Shelter................6 hours in severe weather
-
Water.........................3-6 days
-
Food..........................3 weeks
- Will to
live....................?
Wind Chill -
Without the wind blowing, the
body (normally covered) can withstand a greater degree of cold.
But let the wind blow, even a slight breeze, and the body heat
loss can become critical. Of course, body heat is a product of
energy. The chart below will give you an idea as to what to expect
in equivalent temperatures. It also points a need for protective
clothing or shelter.
To use the chart, find the
estimated or actual wind speed in the left-hand column and the
actual temperature in degrees F. in the top row. The equivalent
temperature is found where these two intersect. For example, with
a wind speed of 10 mph and a temperature of -10 degrees F, the
equivalent temperature is -33 degrees F. This lies within the zone
of increasing danger of frostbite, and protective measures should
be taken. It is emphasized that the wind chill chart is of value
in predicting frostbite only to exposed flesh. Outdoorsmen can
easily be caught out in 30 degrees temperature. Winds of 30 mph
will produce an equivalent wind chill temperature of -2 degrees
-30-
U.B. Judge. |