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Shadrach nailed it above. I fly out of an airport with a field elevation of 25 msl and generally see 19.1-19.3 gph at takeoff (IO360-A3B6). I think it may be just a TAD rich but I'd rather be rich than lean during takeoff. Here's a blurb from a really good AVWeb article: For a normally aspirated fuel injected engine designed to run on 100-octane fuel (8.5-to-1 compression ratio), takeoff power fuel flow in GPH should be roughly 9% of the engine's maximum rated horsepower. The entire article can be viewed here: https://www.avweb.com/news/savvyaviator/SavvyAviator_65_WhatsYourFuelFlowAtTakeoff-199805-1.html

Just say NO to cheap tubes. A couple years ago after installing new Michelin tires and Desser house-brand tubes I had a main blow out on the taxiway at KAXH (Houston Southwest) on a Saturday. The stem ripped right out of the tube for no apparent reason (air pressure was checked only a day before). A field mechanic scrounged around for a used tube in their hangar, drove over to the plane, and had me up and running in about 45 minutes. I taxied over to their shop and paid the owner. $50. Later that week I put new Michelin Air-Stops on both sides and put safety wire back on the inner door myself. Jeez, for $50 you'd think they would have safety wired the door![emoji57] Sent from my iPad using Tapatalk

With all due respect, in the absence of an engine monitor that displays the EGT of EACH INDIVIDUAL CYLINDER you have no idea whether you are running LOP or not. Sure, your factory gauge might show an EGT drop, but the other 3-5 cylinders may all be running 50 ROP. More likely you may be running one cylinder at 20 LOP, another at peak, another at 20 ROP, and the fourth at 50 ROP. There's simply no way to know without a good monitor. I suspect that this is the exact reason why LOP operations gets such a bad rap by many old-school mechanics; the pilot THINKS he's LOP while in fact he's got one (or more) cylinders that are still in the red box. As mentioned before you've got no worries at high altitudes or low power settings (65% or less), simply lean for best power or best economy and be done with it.

Thanks. I'd just never seen a CGA540 in a medical cylinder, but then I've led a pretty sheltered existence.[emoji846] Sent from my iPad using Tapatalk

Neat little valve there Larry; I'd never seen one before. Thanks for the photo. Is it threaded for a typical medical cylinder like an E or D? It appears so but I can't see what cylinder you're using in the pics. Sent from my iPad using Tapatalk

Aren't you flying a C? With a TURBO? TIT shouldn't be part of your 830's display. Configured correctly you can delete that field and add FIVE MORE fields of your choosing below your existing ones. One of my favorites is MPG!

That's interesting and technical information but I'll assume you're not making an argument that in-flight use of a nasal cannula by normally healthy pilots is detrimental. Certainly extended exposure to high-level oxygen concentrations can be harmful but these aren't the levels of exposure typically experienced by GA pilots. I just don't want people getting the idea that using O2 in their planes is a bad thing. Sent from my iPad using Tapatalk

larryb and I must have been typing at the same time. But he gave some great additional information! It's good to know that the aviation delivery systems are compatible with CGA540 valves.

Cylinders are essentially unaffected by the increased altitude. The pressure reduction from sea-level to outer-space is less than 15 psi. Over-filling a tank to 2,030 psi rather than 2,015 psi imparts more stress on it than flying to FL600. I agree that shallow breathing can elevate CO2 levels, even with supplemental oxygen. But inspiring more oxygen should have no detrimental effect on CO2 levels all other factors being equal. If there is evidence to dispute this I'm very interested to see it. I'd rather be using a cannula at 10K' with an O2 sat of 97% than breathing only air with an O2 sat of 87%. I also agree that improving one's breathing habits is a noble goal and proper posture is certainly a part of that. It also doesn't hurt to take a slow deep breath from time to time (which has a noticeable effect on one's pulse oximeter reading). That is indeed the case; getting a CGA540 tank filled is no problem. I'm not familiar with Aerox systems or other aviation oxygen systems. If the delivery systems can mate with a CGA540 then this is simple.

Aviator's breathing oxygen doesn't require a prescription but medical suppliers will often balk at filling cylinders for pilots. Ideally the cylinder should be marked as ABO and not USP oxygen. This .pdf has some useful info. http://www.mhoxygen.com/index.php/component/attachments/download/629 Sent from my iPad using Tapatalk

Don's post is spot-on. Using a cannula below 10K' has almost zero risk and a good deal of upside. I might add that even at modest altitudes (well below 10K') relaxed shallow breathing can cause a significant drop in one's O2 saturation level. Rather than having to consciously think about taking a deep breath now and then, donning a cannula will keep my levels in the mid-90s even with a minimal flow-rate (.5-1.5 lpm). I also believe it's a good idea to "pump" one's calf muscles occasionally on long flights to thwart the possibility of DVT (https://en.m.wikipedia.org/wiki/Deep_vein_thrombosis).

It does have a certain flair (or should I say "flare"?) to it. I like it! But I have to assume that nobody does this following conscious thought; it HAS to be instinctual. Is this correct Alan? I can't imagine having the time and wherewithal to think this through while the blade tips are oh-so-gently nicking the pavement. Like you Paul I try to NEVER listen to the horn, but what do you do when practicing slow-flight or working on power-off stalls? I struggle with the notion of pulling the breaker on the horn during these exercises as I do know of people who've landed gear up after pulling the CB.

Can't see the "poll" on tapatalk. I'll have to log in on a browser and see the choices Mike's given us. Not sure I'll vote though.[emoji14] Sent from my iPad using Tapatalk

In training, short-field approach, last-minute instruction to turn final in front of a WW2 fighter, rushed and high, slipping... my CFI said "go around". When I went to raise the gear I discovered it was already (still) retracted. Never thought it could happen to me until that moment. Less likely during normal ops but definitely CAN happen. Sent from my iPad using Tapatalk

This Navion delayed my departure last week by 45 minutes at my home field. He landed with 3 green and still ended up with his nose on the pavement. Sucks. Sent from my iPad using Tapatalk

I can't back it up with evidence at the moment but I'd speculate that 99% of Mooney gear-ups are caused by the "loose nut on the (yoke)" as Larry so eloquently stated. My mentors suggested "if it ain't broke don't fix it". Sent from my iPad using Tapatalk

Keep up the good work. Our vote on your acceptance into the CB Club is coming up soon. Sent from my iPad using Tapatalk

Happy to see you getting a 2nd AI. I really like my 530W and rely heavily on it. Foreflight (or other EFB) is a good backup though. New 440, 540, 650, 750 would be nice but I have other upgrade priorities at the moment. Sent from my iPad using Tapatalk

Buy retreads, or cheap new tires, whichever you prefer. But using budget tubes is a great way to tear up a gear door. Michelin AirStops, at $65 each, seem to be good choice. Sent from my iPad using Tapatalk

Yuck! Don't one of you own a washing machine?[emoji57] Sent from my iPad using Tapatalk

Not sure about others, but here in Texas' heat they keep you from sticking to the seats and let things breathe. If/when they get sweat soiled, unlike leather you can toss them in the washer. As an added benefit my 10 year-old leather seats still look new underneath. Sent from my iPad using Tapatalk

Perhaps calling an A&P might be the best course of action? Sent from my iPad using Tapatalk

Shut up! You did not!! Sent from my iPad using Tapatalk

Shame I have to live vicariously through FlightAware. Sent from my iPad using Tapatalk

Sadly today's flight didn't include me.[emoji53] But the Mooney Caravan's Texas Wing did some formation work over Canyon Lake today. Rumor has it that AF safety-pilot "Pops" wrestled the controls away from Sandman. FlightAware tells the tale. Sent from my iPad using Tapatalk