Jerry 5TJ

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Jerry 5TJ last won the day on November 7 2014

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About Jerry 5TJ

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  1. N370MM NTSB Final Report

    That's fine, and I applaud the utility you are getting out of your 252. It's your choice. The point of the thread is only that if your O2 system fails at FL250 and you are solo, you likely will not survive. My choice is to fly pressurized at up to FL280. I know if the cabin goes "poof" I must get the mask on and working as job 1.
  2. N370MM NTSB Final Report

    I use a pulse ox meter and adjust to mid 90s saturation. That generally requires less flow than the "floating ball" meter suggests. Dont forget density altitude is what your lungs experience, not MSL. On warm days in the Southwest I have been at 9,000 when DA is above 12,000.
  3. N370MM NTSB Final Report

    I haven't been solo above 17,000 this century in unpressurized aircraft. Others may do so safely but I decided long ago not to go into FL in unpressurized planes.
  4. N370MM NTSB Final Report

    At 25,000' the atmospheric pressure is about 5.5 psi, compared to 14.7 psi at sea level. The partial pressure of O2 at sea level is ~20% of 14.7 or a bit under 3 psi. So at 25,000' breathing nearly 100% O2 (some air leaks around the typical mask) you can still have sea level partial pressure of O2 and get to 100% oxygen saturation. If you pass out and continue breathing air at 5.5 psi the O2 partial pressure is only ~1 psi so your body depletes O2 & after a time there's no recovery. There is an interval between the end of TUC and actual unconsciousness that varies with altitude and individual. My one altitude chamber ride showed TUC at 25,000' of a few minutes followed by another few minutes of "useless consciousness" before the average person slumped over and "passed out." Recovery was quick but not instant, perhaps 15-30 seconds to again reach useful consciousness once the instructor clapped their O2 mask on. Obviously the chamber ride didn't take anyone to fatal limits. My impression was that TUC is followed by an approximately equal interval of "useless consciousness" then several more intervals before it approaches irreversible. All that is moot because after TUC passes only an unimpaired copilot or an automatic descent can save you. I'm a reasonably fit non-smoker but at my age (64) I suspect my TUC is somewhat less than the chart predictions: Perhaps half the table value if I exert myself some to reach around, get the mask, and turn on the backup O2 cylinder. So at 25,000' I need to recognize the problem, get the mask on, sealed and delivering 100% oxygen -- all in about one minute. I doubt I can consistently achieve that. Therefore I don't fly unpressurized and solo that high.
  5. N370MM NTSB Final Report

    Pressurized aircraft have a cabin altitude warning annunciation. A "No O2 Flow" light & horn would be good.
  6. N370MM NTSB Final Report

    In my T210 I carried a portable bottle & used it for the copilot/passenger so they were using a separate O2 system while I used the internal tanks. I'm not an advocate of FL flying in unpressurized aircraft. 17,000 is considerably less risky than 25,000 should O2 fail, and you have a much longer time of useful consciousness to detect a fault. The TUC tables are likely based on fit 20-30 year old subjects, not 60-somethings like Dr. Moir or me.
  7. The final report on Dr. Moir's fatal crash in September 2015 has been released. AvWeb's Summary: A leaking oxygen hose fitting likely led to the fatal crash of a turbonormalized Mooney M20 Acclaim off the coast of Atlantic City on Sept. 10, 2015. Dr. Michael Moir, a dentist from Gaylord, Michigan, was the only one aboard the aircraft, which flew on autopilot without contact with ATC for more than two hours at 25,000 feet before descending to the ocean near Atlantic City, New Jersey. Moir was on his way to a Mooney owners safety conference and the NTSB speculated he did everything right to ensure a safe flight. He was still wearing his oxygen mask at the time of the crash but the technical fault made it worthless and he likely became hypoxic shortly after reaching altitude, the report says. Investigators found that a fitting connecting an oxygen line to the regulator on the tank was loose. It may have been missed at an earlier annual and when Moir activated the oxygen system as he climbed to altitude it likely quickly drained the tank. Moir read back a clearance to 25,000 about 16 minutes after he took off and was never heard from after that. Two F-16s were scrambled but the Mooney crashed before their pilots spotted it. The NTSB said the duration of the flight was consistent with the aircraft draining one of the aircraft's two fuel tanks on the flight. NTSB:
  8. PIREP request for KRAP or KCUT?

    I've stopped at KRAP a few times and had good service there. Canyonlands is a great place to visit, under-appreciated by USA citizens compared to other parks. Rental cars at the airport. Extraordinary beauty in Arches National Forest. Southern Utah is not likely to have much snow in early November. Ice aloft along your route further north is a near certainty unless you stay strictly VMC. Have fun: It is starkly beautiful country between AZ and ND.
  9. Thoughts on Velocity aircraft

    Drag racing engines are V8 of about 500 cubic inch displacement. By burning nitromethane fuel they can produce over 6,000 hp. Two or three runs -- 10 to 15 seconds total -- and it's time to overhaul. Certainly you can combine high power, light weight and reliability in a piston engine: Pick any two.
  10. Tires: Air vs Nitrogen

    I have a Nitrogen bottle in the hangar and use it to fill tires on theory it's better to use dry N2 rather than oil and water contaminated air from an air compressor. Besides, I had the Nitrogen already from some HVAC work.
  11. ADS-B Resource Thread

    Clever packaging for a WAAS GPS and ADS-B Out solution. It should be very easy to install on pre-J Mooneys with the flat wing tips....unless you have to route a separate wire out to the wingtip for the certified version. Configuration via a smart phone app looks straight forward.
  12. Nav/Com Advice

    Me too, so for a while in the M20C I had the second comm antenna connected to a type BNC connector on the panel. A handheld transceiver with an Alkaline AA battery pack stashed in the seat pocket was the #2 comm radio. That $200 radio with the external antenna was adequate backup--and it was independent of the plane's 14 volt system. Like smccray my #2 nav was a portable GPS. The 530W in the panel was the "real" nav com system. I never used the #2 comm except occasionally for clearance delivery before engine start.
  13. Airplane nicknames

    Econo Doc Slayer?
  14. Mooney Wake

    Sorry I can't make the wake, Seth, as I spent 800 good hours in my 64E, but I'm in Barcelona. Give my regards to Ben at Smart Avionics. Jerry -- Former steward of N7155U 1964 E SN 394.
  15. 530w to 750gtn ( w)

    I met a Mooney pilot who asserted his KLN89 would do anything my GTN 750 could...turned out he only knew how to use the "direct to" function. So, for him, it WAS true.