cliffy

There are 4 types of hypoxia- Hypoxic Hypoxia (also known as Hypoxemic Hypoxia): Occurs due to a lack of oxygen in the blood, often caused by breathing air with insufficient oxygen, high altitude, or lung problems. Anemic Hypoxia (also known as Hypemic Hypoxia): Results from the blood's inability to carry enough oxygen, often due to low red blood cell count (anemia) or carbon monoxide poisoning. Stagnant Hypoxia (also known as Circulatory Hypoxia): Occurs when blood flow is insufficient to deliver oxygen to the tissues, potentially due to heart problems or shock. Histotoxic Hypoxia: Occurs when the cells are unable to use the oxygen delivered to them, often due to poisoning (like cyanide) or metabolic problems. We are only concerned, as pilot's, with the first 2- Hypoxic and Anemic Hypoxia We can dispose of the Anemic Hypoxia by saying we won't see that unless we succumb to Carbon Monoxide poising. HYPOXIC HYPOXIA is our nemesis. It is a sneaky little bastard! You may never realize you are compromised until its too late. JMO Unless you have been through an altitude chamber ride you have no business flying where you need oxygen! A short reflection- One of my chamber ride my partners took off his mask as I monitored him. He did the drills the Instructor was calling for for about 2 mins (25,000') at which time I saw he needed to put his ask back on. I told him to put it on to which he said OK He didn't reach down to put it on. I asked again to the same response, After the 3rd request he "rolled over" and I put it on him and he recovered in less than a minute. You can be hypoxic, know full well you are hypoxic but not have the mental acuity to fix the issue. If you think you are safe with a second source you may never get the chance to transfer the supply. Never let that sneaky little bastard HYPOXIA jump on you. You may not get a second chance. Even IF you get your second supply working - GO LOWER NOW. One hard and fast rule to remember- IF you suffer an O2 problem (n matter how slight the interruption is) immediately start a max effort descent. The longer you try to "fix" the issue the closer you are to going to sleep- permanently. Do not pass GO, DO NOT ASK FOR LOWER, DO NOT ASK PERMISSION TO GO LOWER- just get your arse down NOW Or you might not be able to collect the $200. . It is a for real emergency- time is of the essence. Talk to ATC AFTER you are going down hell bent for leather. Not before. We can find several hypoxic events on utube that ended in tragedy just because the pilot waited TO ASK PERMISSION TO GO LOWER! In all 3 of my pressurization loss incidents at altitude I was going down at 6.000 fpm before I even tried calling ATC. Thought to remember- the TUC tables (time of useful conscience) were made with young healthy military pilots- NOT those of us 50+ and over weight. Take those times with a grain of salt! My first AME many years ago was the Doc who got cannulas certified for aviation - and ONLY to 18,000' After 18.000' we are required to go on the proper mask. JMO again- going above 18,000' in our unpressurized airplanes is flirting with big problems. Another thought- IF your O2 supply dies and you take a minute to realize it- How long will it take you to get down to 10,000'? How fast can you descend? Can you do 1,000 fpm constantly? Can your airplane do 2,000 fpm below the red line? Can you do 2,000 fpm constantly? Will you be conscious when you pass 10,.000? How long did you wait up there before you decided to try and get down? In doing many many sim training flights giving pilots a pressurization failure problem the vast majority of crews failed to maintain the required max descent rate the first time it was tried. Most all of them shallowed out the descent as soon as the speed picked up. You will too if you haven't practiced it. 25,000' at 2,000 fpm is 6 mins + getting down to 10.000' IF your O2 fails to deliver. You'll be 3 mins above 18,000' minimum- IF you can maintain a 2,000 fpm average descent. That's a big IF! Now a bit of history- Later in WWI young, healthy fighter pilots flew their fighters up to 20,000 ft and stayed there for an hour or more routinely, BUT they complained of headaches and malaise upon returning to earth. As a famous TV program used to caution- Ya'll be careful out there!

As long as I have been around this business it has always been just like the old "Peter Principle" where one is elevated to a position one step higher than they can handle. Same goes for airplane choices - one airplane higher than their skill or finances can support. Only with airplanes if you can't support it with either skill (training) or finances it will kill you. Not being able to afford a pick is just as bad as not being skillfully trained in it. Its all in the mind set. And the "mind set" is at the crux of the problem.

Its a simple equation - Pay me now r pay me later It takes time, money and patience to operate antique equipment in top condition- whether its cars, boats or planes. And top condition is the only safe way with airplanes. People tend to forget or disregard that these things can kill you, and have since 1908!

So what's the job going to cost $2400 maybe? That's $20 a month for 10 years. We burn more in taxi gas than that. Cost of admission

The Australian Mooney Pilots Association has designed and uses a set of small jacks that relieve the weight on the pucks. They go in the gear leg hole and lift only until the weight is off the pucks. They are small and light weight and don't have the risk of a jack going through the wing IIRC they have a limitation in AU that says only a shop can lift all 3 wheels off the ground so these jacks leave the tire just touching the ground but with weight off the pucks. If the a Mooney flies 75 hr per year then it sits on the pucks, not moving, more than 99% of its life squashing the pucks.

We all watch the weekend landings at our airport and invariably 3 or 4 out of 5 Mooneys land fast and PIO down the runway for 1000' or more before touching down on all 3 wheels at the same time. As do ALL the Cirrus airplanes. I took a friend flying last Saturday (he owns an E model) and after we got back he said he needs to try slowing down more before he crosses the runway end. Said he was crossing the numbers at 70 KNOTs ! I do it at @65 MPH in my D/C

These are numbers for a K correct? :-)

Only the first M!0 Mooney Mite used truck engine mounts

Rubber also hardens with age. Causing fuel tank leaks???? Naw- because we all land smooooth! :-)

Now that's interesting I didn't know that chart even existed. Thanks. Just thinking out loud here- Seems that short bodies might be less effective trying to stop rotation with a higher polar moment (adding charlie weight) than medium or long bodies due to the shorter moment arm and/or the shorter rudder. It comes to follow then IF one wants to move the CG aft with weight (and suffer the lower Useful Load ) in a short body then weight in the baggage compartment might be a better idea (also lowering the allowable baggage in that compartment). Another thought would be to add weight on the radio shelf aft of the baggage pit. This might be a better idea than the baggage pit itself. Lower polar moment than tail mounted but already planned for in the certification- radios or weights? What difference does it make? More weight needed due to shorter moment arm than tail mounted but everything is trade off in airplanes. Just postulating for ideas from the brain trust.

Good to go Don't change a thing Enjoy it!

Discussion at the airport today about charlie weights in Mooneys Were they all the same weight or did they change with s/n? Anyone know?

Grant- You say it was done in 2010 and "should have been checked then" - Just for your own peace of mind, go back in your log book and find the entry and see if a balance check was actually signed off then.

I would also suspect the cooler installation because of the upper screw you show in the picture has no edge distance to hold the top corner in place (with totally rusted screw). If someone was in there and didn't replace the hardware in that condition they need to go back in and redo it. Not trying to be harsh but work needs to be done around that cooler.