Tom 4536

Here is my PIREP from May: I tried an Inogen One G5 oxygen generator up to 17,500FT and the blood oxygen level never dropped below 96%. This was confirmed by two pulse oximeters. The generator has 6 output settings and I had to increase the output as I climbed. The highest setting (6) was needed at 17,500. Inogen told me that the generator would not work above 10,000 but the unit did not display any error messages. The generator weighs 6.5 lbs with the small (5hr) battery, the 12 volt cigarette lighter plug and cable. It has a shoulder strap that allowed me to hang it off the copilot seat between the pilot and copilot seats next to my portable oxygen cylinder. The best price I found was $2350 w/small (6hr) battery, free shipping and no tax, from: mymedicaloutlet.com

My problem on my 1979 231 is that the shoulder harness keeps accidentally unhooking from the lap belt. Anyone have any ideas on how to keep the shoulder harness connected?

That is what I read on the MP gauge.

I looked at some data logged on an early morning when OAT was 20C, MP was 36, 2700RPM, FF was 25.4. At 100ft AGL, VS was 403fpm. At 200ft AGL, VS was 840fpm. At 500ft AGL, VS was 1110fpm. This was with 72 gal fuel, take off weight was 2723lb. I have a recent flight at 95F, but I have not downloaded the data yet. If you need that data, I can try to download it later this week. Also, at my last annual in May, Frank adjusted the FF up from 24.5 to 25.5. He felt it was necessary. It runs cooler on climb.

Frank at Chandler Aviation, (MSC in Chandler, AZ), set my FF to 25.5GPH at 36MP, 2700RPM. My 231 has the intercooler & Merlyn. At OAT of 80-100F, my climb rate is about 800-1100FPM. This FF keeps the temps down while climbing. My FF’s had been messed up by another shop during an annual and Frank was the only person who could get the FF correct so the engine ran properly.

See if the reading changes when rocking the wings while on the ground. In the air, when my tanks are down to about half full, sometimes I need to rock the wings to get a correct reading.

Try Victoria Air Maintenance (250-656-7600) at CYYJ on Vancouver Island. They completely rebuild aircraft. I have recent experience with them and they were very responsive and did superb work. They built the skin piece we needed and matched the paint exactly.

What are the callout levels for the 100-B?

That is what I just paid for an annual for my 231 at an MSC.

In the second slide are they saying not to be at idle over the numbers?

I sent my data to him the day he requested it.

A64Pilot, you said: "I would guess mechanical fuel pump". Most of your posts seem to be opinions rather than facts.

Not at 65%HP but it does at 80%HP. That is why I asked the question of people who run turbos.

Are you saying if I want to cruise at 80% HP at ROP I should find peak TIT at 80% power and if I want to cruise at 65% HP at ROP I should find peak TIT at 65%?

Check with Paul at Weep No More. He told me he provides transportation to MSP. FYI, I have been on his waiting list for 13 months, with no firm date in sight.

For a 231 w/Gamis, Merlyn, intercooler and JPI900, what power setting should be used for determining peak TIT. I’ve read full power and also 65% power. Thank you.

Yes to all your questions. Even replaced the servos. The new lubrication had no affect on the problem.

During a recent flight review my CFII said the porpoising I was experiencing during cruise was totally unacceptable. As a result of your request, I have sent my info to my installer and asked that he contact Garmin. Maybe if enough of us have our installers contact Garmin, they will come up with a fix. Thank you.

Like yours, my 231 pitch varies only 10 feet but the pitching is very noticeable and my trim wheel definitely does not move when the pitch changes. I can't see the yoke moving. My old Century 41 was rock solid until it died. I am interested in what you find as a solution.

Is there a pressure drop in the intercooler?

No. Inogen says it will draw 10 amps (12V) but it looked to me that it drew closer to 5 amps. I did start the flight with a fully charged battery on the generator, so the plane battery was just running the generator and not having to also charge the generator battery.

I tried an Inogen One G5 oxygen generator up to 17,500FT and the blood oxygen level never dropped below 96%. This was confirmed by two pulse oximeters. The generator has 6 output settings and I had to increase the output as I climbed. The highest setting (6) was needed at 17,500. Inogen told me that the generator would not work above 10,000 but the unit did not display any error messages. The generator weighs 6.5 lbs with the small (5hr) battery, the 12 volt cigarette lighter plug and cable. It has a shoulder strap that allowed me to hang it off the copilot seat between the pilot and copilot seats next to my portable oxygen cylinder. The best price I found was $2350 w/small (6hr) battery, free shipping and no tax, from: mymedicaloutlet.com

About two months ago I posted (I can't find the post) the same concern with a friend's 252 that has a new GI275 EIS. It seems that the LOP algorithm might be incorrect or the EIS is not recognizing that the engine is being run LOP. Fortunately we can calculate %HP from the LOP fuel flow if the fuel flow is calibrated correctly. It would be nice if Garmin would provided some info, but no such luck.

That was a shock to me. I recently had a Garmin 255 installed to have VOR capability if/when GPS is jammed. My GFC will track either of my VOR (430 or 255) signals when the GPS signal isn't jammed. Are you saying the AP will not follow the VOR when GPS is jammed or am I mis-interpretting what you said. Thank you for your valued input.