I installed all the Avionics myself including making new panels and only paid for the cost of the units. Installed all the engine monitor sensors that came with the garmin eis. The plane is 1967 T210G.
Paul. That woman of yours is a super MOM! She lets you fly your family in your airplane, and she takes care of your most prized possessions while you get to chase your passion. Don’t know her name, but when my son was that little, I had to give up flying until he was a teenager. You are a very luck man!!
Straight main gear legs,gear doors - takes me back to the memory of the ‘60 model that was used as a training and cargo hack at the little airport in NC where I did a lot of growing up.
Paul, I really like you set up. We are looking to re-do a 210 as well. Would you be willing to share a list of dash components and hours/money spent installing them?
@@bryanadriano88 correct, kinda. The science is the same everywhere but protocols are not. The goal is to be proactive not reactive. And they shouldn’t wait for their sats to drop that low if they can start supplemental O2 at
@@zachschaneberger for protocol's sake well said. It does get more complicated than that when you have people who have normal values at 94 or 93 percent, naturally lung funtion decreases with age post 30 years old, unless a smoker or with previous lung disease in which the decline is steeper, lets say a 45 year old person, known smoker with underlying lung disease, it would be normal for him to have an o2 sat of close to 92 or 93 percent, as you have stated people must o2 supplement at an o2sat of 94, that means o2 supplementation from the getco aka taking off upto landing the aircraft, as per protocol's sake.
This pilot is a jerk. Everyone especially children should be on O2 over 12,000 for 30 min. As a pilot you are responsible for all folks on your plane. I would not fly with him he sure does not understand severe turbulence. Totally about himself
The CFRs require that flight crew be provided with and use supplemental oxygen after 30 minutes of exposure to cabin pressure altitudes between 12,500 and 14,000 feet and immediately on exposure to cabin pressure altitudes above 14,000 feet. Every occupant of the aircraft must be provided with supplemental oxygen at cabin pressure altitudes above 15,000 feet.
