Marc_B

I love the story Rich. I can picture one nurse to the other "what's he doing in there??" "Don't know, must be the drugs!" "Let's just hope he doesn't try the pulse ox on more than just his fingers!" But perfect description of waveform showing that you have accurate information...waveform acts up = probably not giving accurate information. Also why most quality pulse ox's have some type of graphical output of waveform (bar going up and down, or a wave tracing). Respiratory rate is either calculated from the pleth if just using a pulse ox. All the calculations are complicated, but it can use the data from the pulse ox to estimate respiratory rate and they are pretty accurate most of the time. https://pmc.ncbi.nlm.nih.gov/articles/PMC4309914/ But respiratory rate in a hospital setting is sometimes based on end tidal capnography (ETCO2). For you it might have been a a small mouth scoop on the nasal cannula to capture exhaled CO2 via the tube and measure that numerically / show wave form (breathe in CO2 drops, breath out CO2 goes up). ETCO2 is also connected inline to ventilators and advanced airways. Respiratory rate & ETCO2 are both great for catching early apnea (not breathing) or ineffective breathing before you begin to desaturate. Graph showing a basic idea of what happens when you paralyze a patient, they aren't breathing, and how long it takes their oxygen saturation (SaO2) to drop...usually it's somewhere around 3-6 min. Versus if you stop breathing your end-tidal CO2 (exhaled amount of carbon dioxide) drops immediately. So for procedures, respiratory rate and ETCO2 are super helpful to catch issues before they result in drop in oxygen levels. This is somewhat pertinent to pilots as well, as everyone has different baseline physiology that may or may not result in desaturation more quickly with an oxygen issue in flight. We can't always predict who will, or will not, desaturate more rapidly, but critical ill patients, obese patients, and children usually desaturate quicker than a normal, healthy adult.

One of @201er's polls. It looked like from the responses that it's almost 50:50 with a preference towards gear first. I think the general gist of gear vs flaps is if you are full flaps AND properly trimmed...raising the flaps first on a go around with full power can be a handful. Raising the gear while simultaneously trimming down, then reducing the flaps makes for a safer go around. So the answer isn't just dependent on what reduces more drag.

I'll have to try out the speed drop with full flaps, I don't know the answer to that. But I'll say that dropping gear roughly drops speed 25 kts and it's more or less similar to the effect of speed brakes in my M20K. ** I wish the video had done the reverse...stabilize in the landing configuration and then go to approach flaps and see how much speed added; then go back to landing and raise gear and see how much speed added. I also would have liked to see the delta speed for approach flaps at 120 to full flaps at 120 (the video used zero to full). But I'm sure full flaps have LOADS of drag as that was a "tool in the toolbag" for power off 180's: if you were high you could drop the flaps and point the nose at the ground and it wouldn't pick up more kinetic energy, but if you didn't have flaps in you'd just trade potential energy for kinetic energy, speed up and just float. Regardless of what you do. The moral of the story is have a plan and practice it. A go around shouldn't be a "surprise" as what happens. In my mind this should be a well honed skill by every pilot! Personally, I was trained by @donkaye, MCFI so I'm a gear first kinda guy. But on an instrument approach I'm also a 10 deg flaps kinda guy so the pitch up moment with power added is non-existent. ...So in that respect, maybe I'm a flaps, gear, flaps guy and just have the first step already staged!

Fortunately my shop signs off the logs and annual when they're done. I'd be super irritated if my annual was signed of and then the following month returned to service. At least with this year I moved from a May 2025 expiration date to a July 2026 exp.

+1 going through annual inspection, including lube points, choice of lubricants and timing/frequency of lubrication. Common items on a Mooney PrePurchase Inspection and what to make sure gets done. Common points where corrosion are found and easy ways to look for them. Gear & flight control rigging; what's right and how to tell when it's wrong. Removing & replacing gear doors for grass field landings. Examples of various equipment on the bench (i.e. alternator, magneto) and how they're serviced, what fails, and maintenance should/must do's. Gear swings and emergency gear deployment. Easy owner performed maintenance items (oil changes, tire change, etc.).

I'd be curious for the A&P's out there. What can an owner do that helps you? 1) I'd imagine first off start your own troubleshooting and have a clear idea of the problem from the start 2) parts...would you rather me source my own parts, or would you much rather purchase them yourself and take advantage of the markup? 3) small jobs...do you like small jobs that you can round up shop time and have an easy problem to address, or do you just want jobs that take longer than the hours you bill? 4) gifts...does pizza, doughnuts, gifts make you more appreciative of my business or is there something else I could do to show my appreciation for a job well done? 5) advertising...how can I help you best to spread praise for your shop? word of mouth? online reviews? boards such as this? 6) how long SHOULD I wait before calling or emailing? Is a call more disruptive or does an email take longer to answer? Is a check in (in person vs call) in 1-2 weeks unreasonable? Should I be waiting for YOU to contact me? 7) what are your biggest pet peeves with me (or other owners) in general? 8) Would you rather address every squawk you find at annual or would you rather me take a more proactive roll in addressing the list and defer the items that aren't airworthy for me to address on my own (or at a later time)? 9) Would you rather me perform maintenance during the year to arrive at annual with as short a list as possible, or is it better for me to keep a list of squawks and address them all at once at annual?

I don't think that's the issue. I brought a freshly smoked brisket for my avionics install, have brought them pizza, usually pay the day I pick up or put a check in the mail the day I receive an invoice. But they are still swamped enough that it took a month to finally get me in to troubleshoot a transponder antenna. The delays seen AREN'T because your shop doesn't like you and you're a nuisance (okay, maybe some people are). It's because their plate is full and they can't eat everything at once. So it's a continual process of triage and sometimes that works in your favor (i.e. AOG) and sometimes it just leads to delays that they probably don't like either. But the unclear expectations cause the most frustrations. The aspect of maintenance that I think a lot of shops could improve on was setting a clear expectation. Use the Disney phenomenon of under-promising and over-delivering. If my shop gave me a squawk list and I could say "I'll come into the shop and take care of 3, 5, 7-10 and 12" and they were okay with it, I'd love it!! Instead it's often things they already addressed during the inspection and rolled into the bill. They don't want me in the shop, they'd prefer that I leave the plane and a blank check, and say take care of it all and call me when it's done. That's the way to maximize THEIR efficiency. Not pizza.

@Danb I'm dealing with this now. I'm into week 6 and still not a definite ETA. List is small and only has minor squawks (tighten this, adjust that), and this is probably my most simple annual yet. Only parts to wait for were GFC500 servos that I was getting warranty exchange for (my pitch servo crapped out) and asked if that would delay annual if we did it on drop off; told Garmin says it takes ~2 days to ship new ones and we can easily get it done before the annual is done. My last 3 annuals have taken 3-4 weeks; first one was the first time they inspected my mooney; one of these I replaced baffles; one of these I did a 500hr IRAN mag and installed a SureFly. I think the Mooney is seeing more back burner time because there are more airplanes than humans fixing them. I suspect that unfortunately there isn't a solution, I just wish my shop communicated delays better so I had a clear expectation of when to expect communication and what to plan for. This year I still haven't even received a cost estimate or ETA at all. Needless to say I'm as frustrated as you are. But I'm perpetually wondering if the grass is greener on the other side...I suspect it also has just as many weeds...or is that cobwebs? I'm guessing that as GA contracts, more people going through A&P school take jobs working on the commercial aviation side. I'm still trying to figure out how we set up a Concierge service like Mike Busch has talked about. I think the leverage would be a single A&P working on a small group of planes with a membership...unfortunately I suspect that would be better served with an A&P who's winding down, rather than just getting started and would potentially come with enough insecurity that it'd be hard to find and replicate. I'm thinking that the only way to control how long it takes is by moving to owner assisted maintenance with an available and accommodating A&P/IA.

Where's EGT2?

This is interesting as it looks like EGT2 starts out higher than the pack, but your EGT's all drop immediately on pulling fuel flow. I would think that if it was a rich mixture and you're leaning that the EGTs would rise, peak and then fall. And your CHT1is already dropping out of the pack well before the others while the EGT1 is staying relatively steady to begin with. EGT 3 initially bottom of the pack but starts to rise as you drop the fuel flow while the CHT3 plummets. After you start enriching mixture EGT2 rises back to the top quicker than the other. Basically doesn't seem to fit a single injector or plug. Seems it affects more cylinders than that. Am I looking at that right? Plug: less burned fuel in cylinder = lower CHT + more fuel to burn in exhaust = higher EGT Fuel Injector partially clogged: if ROP runs more lean than the others so EGT/CHT both higher; if LOP then running leaner = lower EGT & CHT Fully clogged injector: EGTs cold and CHTs dropping https://www.savvyaviation.com/understanding-cht-and-egt/

It will be interesting to see how 'supervision' is eventually interpreted. I thought after all Mike Bush's consternation and complaints about the letter of interpretation of what constitutes Supervised Maintenance that there may be developments of remote video supervision. I could easily see work being recorded and then key steps reviewed as needed. This could easily be expanded to owner-assisted maintenance where certain steps are supervised by a video camera and then checked off by an A&P remotely. If you "bought in" to a service, you might be supplied with a headlamp video camera and instructions on what was needed to be captured for a variety of maintenance tasks. A company like Savvy would be poised to do this easily through their network of A&Ps. i.e. if something needed onsite assistance or confirmation they could have an A&P stop by for an upcharge. Then the log entry is electronically signed and printed by the owner. Tele-medicine meet Tele-maintanence!

@Dmax Wasn't it your shop that used to have a maintenance clinic? Any possibility in revival?!?!

Looks like MooneyMax is in Branson this year. I went last year and enjoyed the lectures from Frank Crawford and Bob Kramer from Mooney. Enjoyed the factory tour. But wish there was a Mooney Owners Maintenance workshop attached. I know that years ago Maxwell did a maintenance workshop. Not sure if that could ever be revived?!? But how about a clinic put on with Maxwell and Mooney…down in Texas that has a “work day” volunteering at Mooney to get the factory cleaned up and workshop in the shop to go through a Mooney annual first hand of what they look for, owner maintenance items, and pictures showing “the Mooney Factory is still going”! Lunch at the factory lunch tables. Hands on gear swings and flight control rigging. How to properly lube and what products to use. How cool would that be?! Yes, I’m day dreaming. Can’t go to MooneyMax this year. But this would be great phot op for Mooney to have people at the factory…cleaned up, and working on Mooneys. Everyone flies in to Kerrville and the Mooneys are all staged in the hangar together! Awesomeness!!

@JLG best deal I've found https://www.scross.com/store/part-number?10-900-60-1

I have some friends who use RMAS out of BJC, and a few who use a shop at CFO. I've previously used Arapahoe Aero down at KAPA which is the local Mooney Service Center, but think I'll be changing next year. For a Garmin shop I'd recommend Advanced Aerotechnologies Group up at KGXY. They recently partnered with RMAS at BJC.

Isn't @kortopates based around there?

@Gatlin Gun I’m up at GXY and I know two guys out at CFO…Mike and Brett both fly J’s. Have Mooney friends over at BJC, LMO, and COS as well.

Mobility and portability. For patients stuck on oxygen it's been amazing to have a portable concentrator that fits on a shoulder strap instead of lugging around a tank. Same for pilot. No need to refill tank. No need to lug around a tank. Plus as @donkaye, MCFI mentioned, you can easily bring it commercially from one plane to the next. It's another tool in the toolbag, and has it's own pros and cons. It doesn't work for everyone, and I'm not giving up my built in oxygen with an O2D2 that I fill once to twice a year (at annual or at my FBO). But it IS legitimate and works well for those who use them.

How well does it work for you in 1 or 2 person set up? It's misleading because you're blindly taking a recommendation that may or may not be applicable to the person using it and painting broad brush strokes. 2 person mode might not work for someone at all. However the machine concentrates oxygen. It's working as intended. But the guideline isn't law and may or may not be applicable. ANY oxygen equipment you you should be end user tested to verify it's working properly and that you find the settings that work for you. Don't blindly follow any manufacturer recommendations "trusting" that they work for you. Maybe they oversold it, or maybe they're way conservative. But DO follow FAA regulations, because that's how we protect our privilege to fly.

I think that the thinking is I’ll try to avoid low IFR or potentially unsuccessful approaches with forecasts and planning, where I can. But once I’m on an approach I’m not going to unnecessarily limit my success if I feel it’s safe and I’m comfortable and legal. i.e. If my personal min is 600ft AGL and forecast were 1000ft it’s a go. Then I get there and ATIS ceilings are 400ft (LPV min 200) then that might not be accurate at the time I’m on approach. Perhaps it’s 100 perhaps it’s 600 where I am. But it the approach is going well, I’m ahead of the plane, my AP is rock solid, no turbulence, things look good…why not fly the approach to land if able?

This is misleading, because oxygen equipment is doing exactly what it was designed to do. But the part you’re missing is the testing. given that we are all different I wouldn’t advocate ANYONE use oxygen equipment without directed self testing. Heck, we’ve had pilots that the O2D2 didn’t work well for as well as systems where it worked very well. there are recommendations, guidelines, and regulations. They aren’t the same. Some pilots need oxygen at 10,000 ft. some may not get a pulse delivery system to work well for them. Some will. what we don’t have is extensive testing of service ceiling if the various units. there’s nuance here. Don’t paint in such broad strokes. follow regulations. But take manufacturer recommendations as a place to be confirmed by end user testing. They might be over or understated.

@MarcJohnson is CFI/CFII in Colorado Springs and might be available to go out with you, fly back and do transition training along the way or back here in Colorado. Also agree with @donkaye, MCFI based in CA for instruction as well as possibly @kortopates. @caractacuspdoom I think you'll probably have several options depending on their availability, but agree that having someone fly back would be a plus as well as more fun!

But if you’re asking how would this fare with a chronically oxygen dependent COPD patient passenger…completely different story and completely different risks. probably ask if they’ve flown commercially and safely and if not, then no go. If so then fly <8000 ft MSL.

1) I think that in general (and for me) a nasal cannula is insufficient above 18000 ft. 2) I can’t say as I haven’t seen any data or personally used it. Can an Inogen be us d with a facemask? How does it compare with me personally? so besides just echoing manufacturer’s recommendations I couldn’t tell you. BUT, I think a solid plan would be to fly with a friend on a XC, one using Inogen and the other on built in oxygen and perform a flight test. Of course knowing that rest, hydration, fitness, etc all can make day to day result differences with same person. However if a concentrator resulted in same or better oxygen saturations up to 18,000 ft I’d say that’s a positive result. Goal for me is > 96%. personally wouldn’t use it in flight levels without better manufacturer guidelines and testing. But zero apprehension of using a pulse demand oxygen concentrator below 14,000 ft.

This is greatly dependent on the altitude that you're flying (ultimate partial pressure) as well as the speed it drops. i.e. 15,000 feet gradual decline to a low reading of 93%, vs 28,000 feet declining down to 69%. Its also a good reason to routinely check your pulse ox anytime you're at altitude on oxygen (i.e. every 10-15 min) and with any question of symptoms or issue. But you're correct in saying that often a SLOW change/decompression is probably more dangerous than a RAPID change as the rapid decompression demands attention. It's also why I like the pulse demand delivery system as there is a more noticeable difference between flow and no flow. The term that helps describe this is Time of Useful Consciousness/Effective Performance Time. FAA Aeromedical Factors Ch 17. AC 61-107B I have 2 pulse oximeters that I fly with. One stays hanging on the prop knob. The other is in my flight bag in the back seat in a location that I can easily grab it. If I'm in the FL's, I set a scheduled timer on the GTN for 10 min to say "check SPO2". Makes it easy to keep honest. Any question or by issue, by default, is an immediate request for descent to troubleshoot. Flight level altitude isn't the time to "sort things out." Yes, there are risks; yes there are mitigation tools and redundancy to make this safer. But flight is a series of choosen risks and mitigation training/techniques. You can't remove them all, and there are many risks that are way more likely to happen.