Pinecone

The night demo in the altitude chamber was eye opening, literally. They took us "up" to about 5,000, maybe 8,000. Dim lights. And we sat there for maybe 20 - 30 minutes. They handed out these cards about 18" square and told to leave them face down on our laps. After the waiting period, they told us to turn over the cards. There was like a pie chart with lots of "slices" in shades of gray. Then they had us put our masks one. ONE inhalation and the chart BRUST in color. It was so dramatic, every one of us recoiled back away from it, the colors were so vivid.

I am finalizing my plans for my panel. It looks like I am going with a 10" G3X and GFC-500. Keeping my G-5 for backup. Keeping my 650Xi for second radio and adding at 750Xi as primary. I may keep my GTX-345 or go remote with it. I decided to go PS Engineering on the audio panel. For the right side, I will have the mount for an AERA 760. I would like a 7" G3X screen, but stretching the budget already.

The same. Alsothe 650 has a page to calculate and show all sorts of info about your flight.

WAY overdone. And probably already taken.

If the rate of G increase is high enough, you could be well past the failure G by the time the failure progresses. So say one wing fails are 9G the other at 10G, but due to the G building so quickly, by the time the fractures progress, the wing is at 12G, you would see a pretty symmetrical failure.

Yes, it is ALL about PPO2. Yes, you could use some pressure with standard air to raise your critical altitude. There are some people online experimenting with CPAP to see how that works to raise pulse ox readings. Pressure demand breathing is tiring. Normally we relax to exhale and use muscles to inhale. With pressure demand, when you relax, the system pushes air into the lungs. So you have to forcibly exhale. Backwards from normal. And using your muscles in ways they are not used to. The basic O2 requirements in the regs are no based on science, but based to the altitude requirements in the mountains to no require O2 to fly almost anywhere. And, as has been mentioned many times, each person is different. And things change over time with age, weight, conditioning. This is why a chamber ride and a pulse oximeter are so important. Many people really should be on O2 at much lower than 12,500 feet.

WOW, most of those scooters are as heavy as the folding e-bikes. I think I would rather have the bike.

IFRR8D would be close to what you have now.

One more time. Here are the previous threads with information on how to deal with all LED position lights.

THIS ^^^^ YOUR symptoms and TOC is not the same as mine or other people here online. Again, when I was about 27 years old in USAF UPT, I went probably close to 10 minutes, functioning (sign name, do simple math problems, etc), until they finally gave up on me. Others in my class were gone in a minute or two. And the problem is, explosive decompression, you KNOW you have a problem. System issues, you don't realize you have a problem until it is too late and you are not functional.

In my case, I have the rear tips lights that will stay halogen for now. So gear lights should be fine. There is a circuit in a thread here on MS that takes care of it if you want to replace the tips lights with LED

@OSUAV8TER James sells Whelen lights and hangs out here. My M20K is getting the combined LED strobe and nav light. Orion 650E. And getting the Orion 500 for the tail, so it will be strobe and nav also.

FARs are do not necessarily denote what is safe or not safe for each person or each system. Many experts feel that the FAR requirements for the use of oxygen have no basis in physiology. If the FAA wanted to, it could have worded the regulation to say any supplemental oxygen system, not limiting it to installed systems

Does that apply to portable systems, as it says "if installed?"

Anyone with experience with owning a CAP-10? Would like to discuss, possibly phone call. Thanks

Except I, and it seems many people here, read it the way he does. You seem to be the only one to read it differently. If the floor is tilted, the scale will be tilted, unless an effort is made to level them

That is an average. Some people are better and some worse. I was good for over 5 minutes at 25,000 feet when I was younger. I am not sure how long I could have gone, because they gave up and had me put my mask back on Also, rapid decompression is NOT the same. When you rapid decompress, the air in your lungs expands and rushes out, taking what oxygen it had with it. For ANYONE flying oxygen, I HIGHLY recommend a chamber ride to learn your personal hypoxia symptoms, as everyone is different.

A good idea would be to do a chamber ride if possible. Best is one of the chambers that actually reduce the air pressure. The portable one where they adjust the O2 level would be a close second. When I did my chamber ride in the USAF, I was the guy that was functional at 25000 feet until they gave up. I traveled to La Paz, Boliva (airport is 13,000 feet) and had no issues. But lately, not so much. So I go on O2 around 8,000 feet. I would have no qualms about flying over FL180, but can't due to Basic Med. But would seriously consider carrying a couple of those Boost containers.

True, but that is still on the shop. And has been pointed out, keep things factual. Painted over screws not being removed is factual. Finding the wrong injectors in the engine is a fact, but you really don't know who and when that happened. And there are explanations why they might have been missed on an annual. Doing a "shitty" job is not factual. Doing an inspection as if it were an annual without the clean and lube portion and missing major corrosion is factual.

It depends on the engine and the installation. Piper Cherokees seem to not have issues. Continental powered Cessna 182s are very prone to it. Cessna 172 seem to be in the middle.

I velcroed mine to the glare shield. I want it in plain view to see the green LED blink. I bought some stick on clips to control the tubing and the power cord. It doesn't hide them, but it will keep them under control I wonder if, when I do the panel, they can put a pocket in the panel to hold it. Not install it, but just hold it with the face flush the tubes routed to behind the panel.

Uuuh, yes. Luckily the two shops I have used do good work and stand behind their work. The first step is ALWAYS to contact the shop and calmly explain what you perceive the issue to be. And try to work it out. But, the community needs to help each other out and let everyone know if there are issues and a failure to resolve them. But the community also cannot jump on the person reporting with reports of "that can't be" "no way" "you are wrong." IMO, it is OK to point out that you had good experiences with the same shop. Even if one person has a bad experience, that doesn't mean the shop is horrible. But if there a number of reports, that points to issue. "

At $110 million per airplane (F-35) they should pure platinum toggles.

OK, but still not 3rd party tested.

I wonder if the F-35 has rockers? My A-10s all had toggles.