kortopates

Alex refers to Intercooler ducting. That's not exhaust, but the output of the turbo compressor going into intercooler for cooling before the compressed is routed into the cylinders. As such it shouldn't get much above 300F (if that high) on the input side and less by 60-80F on the output side. If it was exhaust that would be a different story.

Ha, ha, not quite, but I see a trip to Mt Everest coming soon to test!..... LOl's I will eventually get to try it out in my bird, but with the Ogden PPP this weekend in UT and then the next couple following weekends with clients its going to be a while before I can get high enough to try it out in our bird - but hopefully before the end of October.

I heard back from Viatom today, a much more promising response, so maybe I'll get a real confirmation in the near future, if so I'll post what they say: ----------------------------------------------------------------------------------------------------------------------------------------- From: marketing@viatomtech.com <marketing@viatomtech.com> Sent: Wednesday, October 2, 2019 7:57 PM To: Paul Kortopates Subject: Re: Re: New message via your website, from Kortopates Dear Paul, We don't make test under this circumstance before, could you please allow us to carefully analyze it and get back to you with the answer? Your kind understanding is highly appreciated. Viatom support team marketing@viatomtech.com

I am confused. What are the flat rate repair cost and the upgrade cost? Sent from my iPhone using Tapatalk

Absolutely impossible, all I can say is you have no clue what my wife is like!! Sent from my iPhone using Tapatalk

So I tried contacting Viatom customer service yesterday to ask about the altitude limits. The rather ambiguous first response is below, I have not yet gotten a response on the follow-up email. --------------------------------------------------------------------------- From: Paul Kortopates Sent: Tuesday, October 1, 2019 5:26 PM To: marketing@viatomtech.com Subject: Re: New message via your website, from Kortopates Most aircraft are pressurized to only 8,000 ft, to be clear I am asking specifically about upto 25,000 ft (unpressurized) or for example on top of Mt Everest? Is that okay too? Thanks for your prompt response! Paul From: marketing@viatomtech.com <marketing@viatomtech.com> Sent: Tuesday, October 1, 2019 5:17:20 PM To: Paul Kortopates Subject: Re: New message via your website, from Kortopates Dear Paul, Thank you for choosing SleepO2. SleepO2 can be used on aircraft, just wear it on the thumb or index finger to make it fit well. For any further assistance please feel free to let us know. Viatom support team marketing@viatomtech.com From: no-reply Date: 2019-10-02 07:55 To: marketing Subject: New message via your website, from Kortopates@hotmail.com

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