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tgardnerh

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  1. I'll buy that it's clinically no different (and its where I live now, along with a few million other people up here), but I can't see why you wouldn't need to compensate somehow. To drop off the same oxygen in the tissues, you're gonna need either more blood flow, or a lower venous sat (and a lower partial pressure O2 in the tissues to accomplish that). A higher hemoglobin count will do the job too, but I hope your airplane climbs faster than you can make blood. A back of the envelope calculation assuming 50% saturation of return blood means the oxygen delivered per blood volume is ~10% lower if nothing else changes, so then you'd expect about 10% higher bloodflow to compensate. HR will have to go up more if venous sat is higher (because the % change in delivery is bigger), and less if stroke volume can also increase, and there are no doubt a half dozen other factors that matter, but the math pencils out to say that a mildly lower saturation should cause a mild compensatory mechanism. Disclaimer--Not a doctor, just paid a lot of attention when my wife did med school etc. Sent from my iPhone using Tapatalk
  2. Do you also get a boosted hr when you're satting 95-98 without O2 at more moderate altitude? (eg, thats about where I am baseline in Salt Lake at 4,500 ft). Conversely, does your HR come back down if you turn up the O2 until your sat is 99-100%? Sent from my iPhone using Tapatalk
  3. My quick reading of their page and the wiki pages for the cessna caravan and the pt-6 engine looks like they're claiming about 10% less fuel burn per horsepower than whats flying a caravan, but in a smaller lighter package. That seems a little... optimistic. Sent from my iPhone using Tapatalk
  4. Exactly!! All i mean is that however invested they are in your airplane not falling out of the sky over mountains, you probably care even more! If they didn't think there was a serious concern about hidden damage, they would be perfectly happy to have you make the airplane airworthy with just the AD. Sent from my iPhone using Tapatalk
  5. The thing I keep coming back to, in addition to the anecdotes about engines that dialed fine but failed magnaflux (or worse) later, is that the insurance companies *want* you to do the SB. They're paying for the teardown for sure, and they're paying for the crash *if* it happens later (and you're still with them) and they go out of their way to encourage you to do the whole SB, not just the AD. Since they're not in the business of wasting money, and they probably value the life of you and your family less than you do, this seems to suggest that they know something about the relative risks involved. Sent from my iPhone using Tapatalk
  6. I'm curious--did they give any indication of how often IRANs for prop strikes turn up hidden issues (i.e. something that could break later even though the crank dialed fine) Sent from my iPhone using Tapatalk
  7. I think I watched that webinar maybe 3 weeks before this incident. When I saw the crazy-high CHT I more or less heard Mike Busch on my shoulder telling me "pull the power to idle NOW." Probably saved the engine, and maybe even avoided a serious accident.
  8. To close this out: The cylinder came off, and the verdict was that the valve guides and valves were bad, the cylinder barrel was polished smooth, and the piston was scored on the sides (presumably from contacting the cylinder, and also badly pitted (I presume whatever was going on in there eroded that aluminum pretty fast). Since then, I also had an event that has been tentatively diagnosed as a stuck carb float, but manifested as partial power loss over mountains. I put the airplane down on the nearest airfield, and found blue staining all over the nose-wheel. All this, combined with the fact that every new mechanic who looks under the cowling says something to the effect of "ehh, i guess it's airworthy," means that if anybody is in the market for a 1/6th share of a Cessna 152 based at KSQL, I've got one for sale. Thank you everybody for helping me navigate this adventure!
  9. I couldn't agree more about the "oh crap" reaction. I had an event a few weeks ago where I had to abruptly pull power to idle 3 minutes after takeoff, and it was 100% my glider rope-break training that got me home safe. There's really no time to make any decisions, just time to execute the decisions you've already made. A bit of tape on the ASI is a healthy reminder that you decided long ago to keep the speed up even if that means landing short.
  10. @carusoam, I did see those notes, though the time for conservative management has past (in the sense that the cylinder is currently sitting on a workbench, which sort of precludes the "gather more info first" strategy). As of now, the #3 cylinder is either getting OH'd or replaced. The plan is to also check the other 3 cylinder head covers for the oil sludge we found on #3, and check all 4 compressions, and check the timing (spark plugs have already been checked for fouling). Once the airplane is whole again, I'll set the JPI to record on a 2 second interval (quickest possible), and upload proper Savvy profile recordings for the first flight, and another flight once the cylinder is broken in. If the mag checks then look off, I'll check plug resistance. Is there anything else you'd do in my shoes? To everybody who has chimed in, thank you! The collective response here has been incredibly helpful. This is a side of aviation that PPL training just doesn't cover, and I couldn't ask for a better crowd to help out with the "Oh shit, now what?" questions.
  11. Huh. My (geico) umbrella policy pre-dates my pilot's license, so I didn't think too much about aviation when it was written, and never checked. Glad I have stand-alone liability insurance for the airplane!
  12. The incident flight is on a 6 second interval, so 10/minute. On the actual monitor the alarm is set at 450--it was the bright red flashing light that got me to pull the power to idle!
  13. That's exactly how I generated the link!
  14. I went back through since April, looking for anything amiss. It looks like there's plenty of hard use, but no classic saw-toothed pattern or anything else that looks bad to me. If you want to take a look, I'm curious what you think! https://apps.savvyaviation.com/my-flights/21121/f4f02577-b5be-4ff4-8061-0aeb82869d78
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