kortopates

I agree, and think it could be a lifesaver for those that fly high solo. That's very rare for me since my pilot wife accompanys me on almost all cross-country flying. Two pilots makes it very unlikely that one of us could go hypoxic without another alerting the hypoxic one and taking action. But we continue to see solo pilots flying in the flight levels not notice and not take action in time such as the event we have above. A device such as this has the potential to alert a solo pilot well before they are even in the danger zone. Personally I think everyone that flies solo in the flight levels owes it to themselves and their family to do something like this if they can. There might be other better solutions, but this simple device (if it works up high) may be the best one I am aware of right now.

I got my Viatom O2 finger sensor today and started playing with it. It seems like a great unit, but one big concern. I hope someone can take it up to altitude, at least the upper teens but preferably the flight levels to verify how it does at altitude. The specs that came with the unit indicate a maximum operating altitude of just under 10K'. I hope that's not really true but needs to be confirmed. Has @kmyfm20s flown with it yet above 10K? Don't know why it should matter given it works off of light absorption, but that's what they publish and I don't think they needed to publish anything.

So you hope, but the new exhaust could just as easily crack at a joint or the flange just as easily as an old exhaust could. But we hope not!

I'll be there, as one of the instructors. Didn't know we had any Mooney's based there! Look forward to meeting you. I won't be coming in till Friday just before lunch though since I am hosting Jolie as our presenter for our monthly Wings presentation in San Diego that Thursday evening, so unable to depart till early friday morning commercial to SLC.

Exactly my experience as well and why I run the Phillips x-ctry multi-weight (with camguard) in my turbo. Perhaps it's even why Continental recommends multiweight for there turbos. Plus I've learned to keep the oil clean since the controllers pilot valve seems to do better job at regulating pressure to the wategate with clean oil versus dirty oil.

Referring to the silicone gaskets, which I really like and use on my Continental, I found (the hard way I believe) that if the gasket is leaking, its imperative to remove it and clean any and all oil off the metal and gasket and then re-install. Once there is oil leaking, over tightening won't stop it from leaking, it's got to go on clean and torqued per there instructions. At least following their instructions have never failed me.

Mine is coming today. So far it sounds like a great safety enhancement for us.

Thanks for recalling this one. This would be a low pressure leak, leaking only when the pilot was using the system and would be a relatively slow leak. They mention there was 5 hours of fight time since filling but we don't know how much O2 time, if any, the pilot may have used on the system before the fatal flight. All we know is the pilot was unresponsive very early on in the flight, suggesting there wasn't much time if any remaining on the tank when he departed on the fatal flight. Since a slow leak like this should take hours to empty, I have to imagine the pilot wasn't noticing the O2 air pressure gauge at all; perhaps not even at takeoff since the tank must have already been very low and I would expect too low to support the ~3 hr trip he was planning. Bottom line, this couldn't have been a quick loss of O2 surprise to the pilot.

Exactly what I use and recommend.

10:1 CR = 16.64HP/USG multiplier

First consideration should be if G3X can be primary for all the items you are looking to replace the Mooney annunciator (I don't know). Forgot about alternate air. I'd personally consider that critical on a turbo charged air. For example, after ordinary maintenance you find that alternate air door opening up doing the run up from the ducting not properly connected when the cowling went back on, I sure wouldn't want to take off with that going on. That said its a microswitch at the alternate air door, and maybe Tom did a separate annunciator for it. I personally wouldn't be satisfied with the just the floorboard light. Although it is the primary indicator but what are you going to do when the bulb burns out, since there is no way for you to press to test, you won't be able to know if its just a bulb or the gear isn't fully down to the down limit switch? With an annunciator (press to test) you know the difference right away.

Do you actually remember anyone reporting a leak draining the bottle in flight? Usually the main "leaks" we see are the regulator failing to actually close all the way, allowing the O2 to leak out over days draining the tank before the next flight - but no leakage in flight while using O2. This would be true for any low pressure leak. Only a high pressure leak would cause a significant loss in flight, but such a leak would be constant (not just in flight). If major it should be audible during the preflight, and if more common slow leak it would take hours if not days to drain a tank. A leak draining a tank in flight is highly unlikely even if popped in flight, which is why I ask. Although anything can happen this would be very rare which makes me curious.

thanks, I am sure I can find it. Much more affordable than I was thinking too

The link doesn't include ordering one - just reserving one and no mention of price. How long is the wait and cost? Sent from my iPhone using Tapatalk

Both multipliers quoted above I believe are incorrect: TCM Turbocharged typically 7.5:1 -> 13.7 multiplier Lyc IO-360 8.5:1 (includes most normally aspirated engines) -> 14.9 Multiplier But many other CR are used; especially in turbo charged engines

Wow, bummer. Glad everyone is ok!

Your J didn't have a "starter" engaged annunciator light? K's do.

Its painful and a mess, but you can tape on temporary vinyl N numbers or even paste shoe polish for the return flight back. But yes, 12" N numbers should go on any traveling machine.

I use the mask anytime I expect to go above 16.5K'. Above that I have to have a higher flow on the oxysaver cannula than I need on the mask to keep saturated in the 90's Sent from my iPhone using Tapatalk

But I imagine it will cost you far more than the ~$400 I spent to just repair my fried unit by the OEM - Came back with new faceplate looking like new. Sent from my iPhone using Tapatalk

For a few months before a major panel upgrade, I had my gdl-39 wired to ships power just under the glare shield. A vent hole was just right for the antenna to be up. Worked great. Sent from my iPhone using Tapatalk

But it wasn’t 9K! Sent from my iPhone using Tapatalk

The wing location, or my latest now being the tail fairing below the horizontal stab, are far superior locations. The NACA inlet duct is super convenient and every installers favorite but I found, at least in my K, that the air temp is contaminated by nearby engine and exhaust heat - it's always read high at 32F (compared to factory wing mount) which was sorta the whole point of wanting it. I have since removed my factory gauges and have both a Garmin and JPI sensor back on the tail which is working out well.

A welder can replace as much of that section of tubing as needed (from being too thin), including the entire section and any others sections for that matter. My experience is even if most of the exhaust is replaced with new tubing, its still much cheaper to repair than replace with new. But I am fortunate to have local access to a great shop that specializes in this work.

The rise will be misfire, but I am sure your downloaded data (with a 1 sec sampling rate) will show one plug flames out before the other when leaned slowly and all things being equal, it'll be your bottom plug that goes first because of the harsher environment.