Yooper Rocketman

I'm ordering the book recommended previously as I post this. That said, I am not new to high altitude flying; I have been doing it for 25 years, most of that time on O2 as well. I didn't post to alarm anyone, nor to show a bias against high altitude (on O2) flying. Actually, to the contrary. My flights south to Florida in the winter up high get me above the weather and, almost always, a much faster ground speed. My rebuild of my Lancair (pressurized) Turbine will surely take me a couple years, so flying high on O2 will be a desirable option for the near term future. I'm thinking about pre-breathing for flights where I will be going up into the FL's to see if that helps. As far as the chamber ride, I'm not opposed to it at all, just not something I can easily arrange based on where I live. I HAVE had 3 hypoxic events, (all equipment malfunctions) all of which my early symptoms were very obvious, consistent, and easy to detect. Corrective actions were implemented immediately, and the outcome of all three were as expected and desired. Only one ended with a phone call to ATC afterwards, because the Supervisor was concerned with the active controllers improper response, not mine (I went to 121.5 when the response was inadequate, but DID NOT need to immediately descend as I was improvising O2 directly into my face. That said, I WOULD HAVE descended immediately had the circumstances warranted it). A last note, I always fly with a pulse ox and regularly check my O2 saturations whenever on O2. I appreciate the responses from DK. It's evident your background is appropriate and I find value in them. Tom

I spoke with a Spruce Creek, FL friend that attended a Bonanza Society Clinic in Daytona, FL this winter where they discussed high altitude flying and the dangers. The presenter was an AME and an ex military flight surgeon, and was running a business specializing in aero medicine. He stated he didn't want ANYONE flying above 15K except for short (an hour max times for topping weather) while in an unpressurized GA airplane. My friend told me because he knew I routinely fly from the U.P. of Michigan to Spruce Creek Air Park (10 miles south Daytona) in my M20K Rocket in the FL's. I listened to his information but thought it was a bit over the top. My next flight home, at FL210, I encountered "itching across my chest and arm pits" and noticed after landing, my chest was showing blue on the skin. I mentioned this to my Bonanza friend, who's wife was a RN, and a few days later he approached me after discussing that with her and said that was a condition, similar to the bends from diving, that derived from high altitude exposure. The condition is called HAPH, High Altitude Pulmonary Hypertension. So, on my next trip down to Florida, with winds really advantageous at FL230 (and my first hour+ needs to be in the FL's to get over Laker Michigan safely) I filed and flew up there. No issues in the first 90 minutes but then I notice the same arm pit and chest itching, and NOW my wife, extremely concerned, is noting the same symptoms. I asked Indy center for 15K immediately and, within 20 minutes of leveling at 15k, our symptoms went away. We HAVE flown since at FL180 with no issues, but I no longer fly above FL180 for more than an hour or so. Can't wait until I get my pressurized Lancair IVPT flying again !!! Tom Sullivan

Years ago, I think on this forum, someone found (the hard way) when they ran one fuel tank dry, they had a small leak in the selector valve that probably pulled an very minor amount of fuel from that tank when selected to the other, but pulled AIR into the fuel system once empty. The emergency landing with their "non-running" Mooney ended up being benign (no, I don't remember the details......it was probably 25+ years ago). Although the selector was on the tank with fuel, the engine was ALSO pulling air from the dry tank. Air has a lot less resistance than fuel, so the engine was pulling mostly air. What I DO REMEMBER, is that I never ran a tank dry again after hearing that story. Tom

I flew to Appleton, WI yesterday, -13 below on the ground, and with my oil cooler 1/2 blocked off I was seeing 120 degree oil temp. Blocked off the cooler the rest of the way (100%) and my second flight yesterday I was just under 160 degrees. I find the Rocket really challenging to keep oil temps up in the winter. And, yes, I have removed the oil temp sensor and tested it, finding it's right on temp. On Isopropyl I have always used it in the winter on my Rocket (on my monthly trips to Florida, always up in the flight levels, I routinely see OAT's at -30F to -40F+). The one time I didn't, many years ago, I had a freeze up of the fuel spider on top the engine and coasted at an ugly idle from FL210 to 14k before it thawed enough to allow fuel flow to the engine again. I've never forgotten to add it again. Cheap insurance. Tom

I've rebonded 2 and had to replace one, at $1200 from CAV. Best to find them loose before they fall off!!

@Skates97 OMG !! Where do you land if you lose an engine in an area like that?? Love my rural U.P. of Michigan Tom

I have the M20K/231 modified with the Rocket conversion (100 HP more). I don't have it with my dual G3X and GTN750 panel and really don't miss it. I never have any yaw issues but I do need to keep my right foot on the rudder during climb, since I have no rudder trim at all. I DID have a yaw servo in my Lancair Prop Jet IVPT, and disconnected it. Too many guys with the 750 HP Turbines would get dependent on the rudder auto trim and then get in the pattern after a long cross country, A/P disconnected, and would get uncoordinated and shift all the fuel out to the wingtip, resulting in a flame out. That's a lot less of an issue with the gas engine, since you switch tanks and it relights. Not the case with a turbine. A flame out in the pattern will be a dead stick landing. I find I am a lot better "coordinated flight" pilot as a result, which with the Mooney is not as much of an issue as the IVPT. Tom

I believe those three little dots on the top right of your post have an edit option. Now I know they do. This is an edit after my first reply!! Tom

My local airport (U.P. of Michigan) has the same limited lease contracts, but they've never exercised the option to NOT RENEW and take the land. In all reality, I could legally take my hangar off the airport if they did so, but it wouldn't be practical. There are hangars that have signed the same lease and are still here, with a reasonable yearly land lease, 50 years later. Also, I have NEVER seen a hangar sell for less that the selling owner paid for it. My area is pretty similar to yours and I think the price is lower that what my airport would get for a heated hangar your size. Considering all factors, I believe the price you stated would make it hard to get hurt. Tom Sullivan

On our last flight down to Spruce Creek we took a little trip from Port Orange (Daytona Beach area) down to Punta Gorda to visit with some friends. We departed a bit before sunset and captured this sunset over Tampa Bay that evening. Clearly one of the most colorful ones I've ever seen.

The GE Engineer that revealed to his "Executive Recruiter" (my friend), the one that brought him to GE, that GE had serious concerns about the design of the FCU leads me to believe (as well as a couple other "similar" documented failures) there was a known failure point in the FCU that was addressed with the GE Update. The fact you cannot get an original Walters FCU anymore, only the GE Updated one, speaks volumes about what I suspect was the issue. Tom

Yes, we have to do that!! Tom

First off, thanks for the compliment. I am not sure if the GE version has anything like that in it. There is a "Isol (Isolation)" feature, where you can operate the fuel control manually, but it must be rolled in before you flame out and it only works under certain circumstances (only about half the possible FCU Failure modes can be manually over ridden). Once the flame is gone, then there is a purging and cooling process that must be completed before a relight, clearly not something that can be done in 15-20 seconds, especially while close to the ground (where any loss of control from that distraction would be fatal). Tom

Yes, I’ve been flying it since the accident.

We'll get you some turbine time before too long!

Many of you have asked, or been polite and not asked, about my unfortunate engine failure at 500' on take-off, Xmas morning, 2021. I said I would not discuss anything on social media until the NTSB Investigation had been completed and, honestly, I was over the pain of the loss. It's time. I have posted an extensive story about that fateful day on the Lancair Live Forum, and the link is the first one below. That said, the good news is I started the massive undertaking of rebuilding the plane and the progress since the 11th of January has been nothing short of spectacular. Considering I have spent half my winter at my Florida home, going down for two weeks every month, and we've logged well over 600 man hours on the rebuild already, I'm very happy about the progress. I would consider documenting the entire process here again (like I did on the initial build) but time on the project trumps time on the computer posting everything on two forums. The second link below is my rebuild. The third link is for the Lancair IVPT I am finishing for another builder (with his help) and it is really close to final inspection. Thanks for the patience to all my past friends on this forum. The one picture attached is my last Med Flight before my unfortunate engine failure. This little guy LOVED my plane (300 knots, pressurized and a warm cabin in the winter really helped!!). It's so sad he was only with us 7 more months after that flight. Tom Sullivan https://www.lancairlive.com/viewtopic.php?t=183 https://lancairlive.com/viewtopic.php?t=177 https://www.lancairlive.com/viewtopic.php?t=189

All Sold Items removed and most prices dropped again. Selling hot on Ebay right now. Tom

If I am slow getting back to anyone, please email or text me directly. I am all elbows and nose into my Lancair IVPT rebuild, working crazy hours on it. I don't get on this site very often. Thanks Tom Sullivan Cell; nine zero six - 458 - six nine eight nine email; tom (at) uptruckcenter (dot) com

Sorry about the engine monitor and probes being sold by my staff last week while I was in Florida. It has been busy as heck for both my guys and me since I got back, and I wasn't notified.

KG 102A Directional Gyro P/N 060-0015. Good Working condition when removed. 60 Day Warranty and free shipping $250

KS 270A Trim Servo, P/N 065-0059-04. Removed in good working condition. 60 Day warranty and free shipping. Price dropped 4/15/24 $300

KS 271A Trim Servo, P/N 065-0060. 60 Day Warranty & Free Shipping $300

KS-272 Trim Servo. P/N 065-0029. 60 Day Warranty and free shipping. $300

KC_295 Flight Computer, Part # 065-0034-15, 14 volt or 28 volt. 60 Day Warranty and free shipping. $500

No, it sold and I removed it when I was paid.