Looking for A-14 (or similar) pressure breathing diluter demand regulator

Bob Harris’s altitude record flight is described in an article by Pat Valdata in the October '88 issue of Soaring Magazine. The article is available to SSA members in the on-line magazine archive. However, that article does not go into detail about the oxygen system issue.
I don’t know what else is available on-line, but I have a pdf of his Benalla presentation which includes both a discussion of the flight and his oxygen regulators’ performance. I would be happy to forward it to anyone who wants it. Email me (first initial last name at cox.net).
Mike Koerner

Did anyone flew with the more compact and modern CRU-79 regulator?
Are they available as NS (New Surplus) ?

On Wednesday, December 26, 2018 at 9:21:34 AM UTC-8, wrote:
Did anyone flew with the more compact and modern CRU-79 regulator?
Are they available as NS (New Surplus) ?

This unit is used by parachutists for high altitude jumps but I haven't heard of any glider pilots using it. Good to 50k' and very compact so I don't know why not. I spoke to someone who knew about the skydiving application and he said they used an A14 in the jump plane to pre-breath on their way up and then used the more compact CRU-79 when they jumped. No idea what they cost. I decided to stick to what has been used in gliding but as a backup system this might be very attractive.

Jim
VVII

Do you have any resources for the CRU-79 where I can buy them, I have problems to install the A 14 or CRU-72/ MD-2 regulator in my cockpit due to limited space

On Thursday, December 27, 2018 at 11:28:43 AM UTC-8, wrote:
Do you have any resources for the CRU-79 where I can buy them, I have problems to install the A 14 or CRU-72/ MD-2 regulator in my cockpit due to limited space

Try:
Cobham Life Support
2734 Hickory Grove Road Davenport, IA 52804 USA
Tel: Fax:
+1 (563) 383 6000 +1 (563) 383 6323

https://www.cobham.com/mission-syste...lator/docview/

Jim
VVII

On Wednesday, December 26, 2018 at 9:21:34 AM UTC-8, wrote:
Did anyone flew with the more compact and modern CRU-79 regulator?
Are they available as NS (New Surplus) ?

I've been looking for one of these for a while now, but they do not seem to be widely available outside the military supply chain. I now have a nice MD2 that will hold me for a while.

--Bob K.

Prior RAS Discussion RE post high-altitude flight medical issues:

"Harris seriously challenged the limits of the A14-A oxygen system
during his flight, which he terminated after the first of two parallel
A14-A installations failed. He alluded to some memory loss after the
flight during an interview with a television news crew. Harris was
subsequently disinclined to talk much about the flight in
consideration of an FAA certificate action and the threat of civil
penalties.

Sabrina Jackintell (the feminine single-place absolute altitude
holder)experienced failure of her A14-A oxygen system at altitude,
lost consciousness and many thousands of feet before recovering at a
lower altitude. She told me that she'd "lost a lot of brain cells"
during the record flight, had experienced memory loss and periods of
disorientation, and that she was never "quite as sharp" as before the
flight.

James Munn (now deceased, but still the holder of the Colorado State
absolute altitude record) and Hod Taylor, contemporaries of Syb at
Black Forest Gliderport, agreed with her assessment. Jim and Hod both
exceeded 40,000 feet on A14-A oxygen systems that worked perfectly,
and both were of the opinion, too, that their health and mental
function had been diminished by the experience.

None of this is meant to condemn the A14-A system. It was the best
thing available at the time, but it just wasn't meant for those
altitudes. I've been to 36,000 feet on an A14-A system myself. I'm
not as sharp as I used to be, either, but I expect that has more to do
with age and Stolichnaya vodka than any amount of high altitude
flying."

"Sabrina's case is a powerful argument for a Pulse Oximeter. All of these
people had endured pressure chamber rides in the hope that this would
provide a means of recognizing their hypoxia symptoms. I presume that they
did not continue their flights despite recognized hypoxia symptoms. This
calls into question the presumption that hypoxia symptoms can be recognized
in time to avoid trouble.

The A-14's were designed in the piston fighter era when sustained,
unpressurized flights above 35,000 feet were rare. Modern pressure demand
regulators such as the MD-2 are simpler, lighter, more reliable and easier
to install. Some are for 50 - 2000 PSI and others for LOX 50 - 500 PSI
oxygen supplies. They are available on the surplus market and would be a
far more suitable regulator than the A-14 for wave flights."

"I have had both Bob and Sabrina visit us
within the past year. I knew both of them prior to
their respective record flights.
Bob was blessed to have no debilitating long term
effects. Sabrina had much more difficulty following
her flights, but now enjoys normal daily life.

Travels above FL 350 should never been taken lightly.
They should never be taken without chamber training.
They should never be taken without dual systems, and
backup emergency options.
They would be the first to say the same things.... Given that we train in wave checkouts to
include emergency descents (full spoilers and just under
maneuvering speeds) and benign spirals.... such an
expedited descent from FL 250 in the AS-K puts you
below 13,000 msl in about 3 minutes."

RE Bickle: "But because [Paul Bikle] loosened the oxygen mask earlier in anticipation of landing while descending to 2,500 feet altitude, Bikle soon found during the sudden and non-stop ascent that he had to hold the oxygen mask to his face with his left hand while steering the sailplane with his right. Before long, the moisture produced by his body and exhaled air caused the inside of the aircraft's canopy to ice over completely, and Bikle had absolutely no outside vision. He could fly only on his instruments and rely on his extraordinary fount of experience to keep him in the ascending wave of air."

On Wednesday, December 26, 2018 at 12:38:21 AM UTC-8, wrote:
Bob Harris’s altitude record flight is described in an article by Pat Valdata in the October '88 issue of Soaring Magazine. The article is available to SSA members in the on-line magazine archive. However, that article does not go into detail about the oxygen system issue.
I don’t know what else is available on-line, but I have a pdf of his Benalla presentation which includes both a discussion of the flight and his oxygen regulators’ performance. I would be happy to forward it to anyone who wants it. Email me (first initial last name at cox.net).
Mike Koerner

The article referenced is not in the October 88 issue, rather the February 88 issue.

Growing up in Winnipeg, it was normal each fall to fit 'frost shields' to the car. "Frost shields' were a sheet of stiff plastic with a perimeter band of rubber, with an adhesive to stick to the car's glass windows, and sufficient additional rubber buttons to maintain an air gap everywhere. Canadian Tire stocked them in a variety of shapes and sizes. When visiting friends down south, we told them it was bullet proof glass.

It was standard practice to fit frost shields to gliders used to fly high in the southern Alberta wave at Cowley at least up to my first experiences there, and my diamond climbs, in the early 1980s. Then, Canadian Tire stopped stocking them. But, they did work.

Growing up in Winnipeg, it was normal each fall to fit 'frost shields' to
the car. "Frost shields' were a sheet of stiff plastic with a perimeter
band of rubber, with an adhesive to stick to the car's glass windows, and
sufficient additional rubber buttons to maintain an air gap everywhere.
Canadian Tire stocked them in a variety of shapes and sizes. When visiting
friends down south, we told them it was bullet proof glass.

It was standard practice to fit frost shields to gliders used to fly high
in the southern Alberta wave at Cowley at least up to my first experiences
there, and my diamond climbs, in the early 1980s. Then, Canadian Tire
stopped stocking them. But, they did work.

Indeed. There might BE a reason the frosty bits of North America have mostly
moved on from single-pane house windows.

In the soaring world, the participants with whom I spoke from the Sierra Wave
Projects could no longer (if ever) identify a
single-source/individual/"inventor" of "double-paned" canopies...but all
agreed they worked superbly for them. Triple panes were experimented with, but
their conclusion(s) were the additional benefit wasn't worth the
effort/nuisance, and, double-paning was good enough. They spent a LOT of time
above (say) 30k', often hours per flight...

The 'art' of double-paning glider canopies seems to be sufficiently arcane
that each (prolly statistically tiny) group of 'wave junkies' every generation
has to re-learn both: a) of the theoretical benefits, and b) how to
double-pane. Current SSA members can find several "How To" articles in back
issues of soaring post-1972 (and earlier?).

Somewhat-bendy plastic (e.g. lexan, these days), suitable cutting technology
(eg. box cutter, diamond scribe) and viscous/lowish-sticky goop are your
friends...

Bob W.

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