dkkim73

Over the Hysham Hills between Billings and Miles City, known as real and rugged cowboy country.

Was looking around at the physiology and treatment. Found an interesting bit on UpToDate (treatment ref. for docs): "High-flow oxygen — In a patient with suspected or confirmed CO poisoning, we recommend initial treatment with high-flow (100 percent) normobaric oxygen via nonrebreathing face mask, regardless of pulse oximetry or arterial PO2. Elimination of CO starts once the patient is removed from the exposure and is almost exclusively via the pulmonary circulation through competitive binding of hemoglobin by oxygen. The half-life of COHb in a patient breathing room air is approximately 250 to 320 minutes; this decreases to 75 to 90 minutes with high-flow oxygen (>15 L/minute) provided via a nonrebreathing mask [61]. Normobaric high-flow oxygen therapy is relatively safe and available, and it hastens the elimination of COHb even though evidence does not exist that, compared with breathing room air, supplemental oxygen actually limits or prevents delayed neuropsychiatric syndrome (DNS). In a trial of CO-poisoned patients, six-week cognitive sequelae were lower in patients who were treated with normobaric oxygen compared with patients not receiving supplemental oxygen (41 [60/146] versus 53 [9/17] percent), but this finding did not achieve statistical significance [62]." Looking at those half-lifes, you would not expect to be OK on a return trip soon after fixing the problem. I had forgot the part about competitive binding with O2. Those facts would imply it has to do with the partial pressure of O2, which would argue for max O2 supplementation in flight and probably a descent. Interesting that they will also "dive" sicker patients using a hyperbaric chamber. I don't have much personal experience in this problem so just passing on for interest. BTW your standard pulse oximeter will not work normally (it sees the carboxyhemoglobin similarly and will think that "color" of blood is carrying oxygen). So don't put on a pulse ox in the presence of an alarm and think "oh I'm ok now". OTOH if the pulse ox is low, you might have a second problem (too high, O2 system not working, etc). as well.

I had been looking to add a little timer as well (I know there's one on the G1000, also Foreflight, etc; want something more direct). I just noticed that old-school stopwatch on the yoke. How do you like it? I was going to find a backlit kitchen timer or something and velcro it to the panel, but I really like big analog outputs. Would be nice to find one with illumination (3H), harder to find these days.

I think that looks remarkably clean and sharp! Curious about the green night lighting. I'd read different things about yellow green vs red for night vision, arguments about not interfering vs. Being noticeable, different arguments for cars vs. Aviation, etc. eg BMW Amber lighting in the 70s. Curious if it was a detailed decision or simply a preference in the end?

Pencil works decently but easy to drop. Consider a wrist strap if you rely on it. I much prefer the small kneeboard with paper. Also can have flip pages with home drome, power settings etc. IPad is brilliant for charts, though...

I wonder which Mooney vents are least likely to pick up exhaust from various sites inside the cowl. I might guess the side cowl vents are least prone (by the pilot and copilot outside legs). The dorsal fin vent supplies all the roof vents I believe... Wonder if the spiraling slipstream will let exhaust leak fumes in there. What about "cabin vent" on the console pillar? Does that pull from up front? I know on my plane the heater is wrapped around the high side crossover pipe from the hot side of the turbos. Worth turning that off if the detector goes bonkers. I've only had CO warnings on the ground with door or storm window open... Usually with light crosswinds etc. Knock on wood....

I got a Mini 6 (with more space) several months ago. Downsized from the more powerful iPad Air gen 5 (great, but large). I do feel the difference (decrease) in speed. Not enough to make me go from the Mini 6 to the 7, but for a new purchaser it may be a pretty meaningful difference (ie. not to buy the older one). It's not crippling, just noticeable in the age of instant responses and rendering. I notice the difference while changing layers in Foreflight, Windy, etc.

There are some really interesting stories on that site. One of the first I clicked on at an airport I fly into was an Ercoupe (!) crash.

I had thought the mode of cylinder destruction from a bad plug was pre-ignition, at least the mode we are warned against as a reason for checking plugs, worrying about protruding helicoils, cracked insulators etc. Repeating what I've read, NOT a mechanic... PP thoughts only.

Or the .88 magnum from Johnny Dangerously.

It's an elegant weapon from a more civilized age.

I think the fact it shows a wide time range is kind of eye popping when you open it. Made me think I live in the Bermuda Triangle.

This might be referenced in the video, but you probably want to determine your peak spread as well ("GAMI spread"), the fuel flow difference between your first and last injector. You're already aware of using last to peak, but if it's too wide, it may not work as well as you want. See the procedure here under Savvy Profile: https://www.savvyaviation.com/resources/#resources I also did the Deacon APS video course, thought it was worth it, though you can find most of the info for free. Including here on MS. HTH David ETA: with the 550 you ought to be able to get a lot of flexibility once you get it all dialed in...

That's really smart. Both limiting screen time (IMO) and making the trip a treat. We used to do some audiobooks or shared songs/stories to make it special on road trips. No reason not to on flights.

A lot of people see the go-fast stuff with the military, and some astutely notice the pay, training, and job security. But something a person who hasn't been around it might not weigh sufficiently is the people aspect. There is real value in being part of a team, being around good people, and getting outside of the normal orbits. It can be a real eye-opener and threshold experience for a younger person in seeing just what you can achieve. Not speaking to Rags here, obviously, but in general about advice to the young man. A senior flight doc I spoke with when considering things years ago summed it up, "all my good friends are in the guard". Hard to know how to counsel specific people. It's not something someone else should choose for you... but exposure is good, and fewer people get it these days. So maybe planting the idea is good. And a caveat: I've been out of the swim since 2016, and can't speak to all the cultural and politics-related changes, though I've heard an occasional earful from former colleagues. *Speaking of the guard: There are fewer slots for pilots than active duty, but if you can score one, you can build a substantive military career concurrent with other pursuits (many choose to fly airlines). Also choose your platform and mission up-front, unless they convert you to RPAs the next year, that is...

LOL! That is actually a good point. The numerous softkeys do shorten the path a lot. I probably underuse those vs. the cursor and menu button. I get some of the modern Garmin experience via the Aera 760 and you're right, in turbulence touchscreens aren't always the best. As for speed, with the G1000 I think it feels most restrictive when slewing the cursor; touching the screen would be faster (assuming you can do that on an 1000 NXi [?]). But for many tasks, it's only a few presses and very fast.

The GNS430 was the original robot sent back from the future to kill Sarah Conner. The G1000 is the second movie... But seriously, Garmin has common paradigms within similar generations of gear. Realizing this really helped me get going with the G1000. It's intuitive coming from GNS430/530, not really if you're coming from ipadville. There is a lot more buried beneath the surface. I am hoping to follow @LANCECASPERs advice and do the factory course. I really wondered prior to getting the plane about all the pros and cons, but I find the system generally to be under rated in many respects. For actual piloting I think the touchscreen would be the only real addition that would help with interactional "bandwidth" (from a UX point of view).

The Pivot case and mount system is good with the mini 6, assuming 7 would be similar. I have it on my list to try their yoke mount next. Currently have the leg strap and many swear by the suction mounts. Casper recommends the Steelie. The RAM gear is very solid for a yoke mount, too. Lots of options. John Breda's use of Manfrotto photo mounts (they make everything imaginable) is a great way to get arbitrary flexibility too... ETA: you can mix and match to some degree.

You just burned down my village...

I spoke with many people looking for an airplane last year. At least one Mooney broker told me that the Acclaim was "turboprop #s on a piston budget". This seems truer than not. It seems like @A64Pilot has forgot more about turbines than many of us know...

Does anyone know to what extent a smart tender like the Battery Minder adjusts it's actions to allow it to work well connected full time? The bulleting talks about length of "maintenance charging" with specific but constant voltages, and discusses the negatives of ongoing electrolysis. Does the Battery Minder "back off" and watch? I suspect this would probably require contacting the manufacturer, but the fact it is a "Concorde-specific" model they make raise some hopes... curious if anyone here already worked out this problem. The capacity test and recondition were pretty uneventful but, yes, I was halfway expecting it to explode or something... Used an IR thermometer and saw little temp rise. Did not let it sit discharged for hardly any time FWIW.

The optional equipment caught my eye. Maybe the owner has been maintaining things carefully on condition... Might be different from simple neglect.

Probably auto land on the Fury or some other object to drool over...

Initial thought is work to find a turbo plane... Some flying locally around a moderately high altitude location is one thing, but "exploring the West" is a blank check. Remember climb rate, and ice/IFR, and hot days.

Good points. Definitely not disatisfied with the Acclaim. I was just thinking about pressurization and some of the reliability factors of a turboprop. I was also wondering if I had been missing something in terms of speed in the specs, but apparently not! Interestingly I am flying ROP for cylinder break in the last 12 hrs or so. Definitely seeing some significantly higher speeds without even trying. Really great to have the flexibility. D