Aviation Oxygen Locations in Chicago Area?

On Jul 13, 12:39 pm, Darryl Ramm wrote:
Maybe more useful discussions on saftey are not related to the O2
labeling but the handling of the cylinders, trans-filling procedures,
maintenance and servicing etc. I've seen some pretty blase/scary
handling of O2 by glider pilots, old steel bottles last inspected God
knows when, etc...

I'd welcome some discussion on the topics you mention. That would fill
a real need for pilots like myself who don't often use oxygen.

One thing I'm curious about is the hydrotesting requirement. If one of
the legendary arguments for using "aviation" oxygen is its low
moisture content (debunked above), then:

1. how is water completely removed from a cylinder after
hydrotesting, and
2. how can a user be assured that no corrosion will be created in his
cylinder as a result of hydrotesting?

-John

On Jul 13, 11:51Â*am, jcarlyle wrote:
On Jul 13, 12:39 pm, Darryl Ramm wrote:

Maybe more useful discussions on saftey are not related to the O2
labeling but the handling of the cylinders, trans-filling procedures,
maintenance and servicing etc. I've seen some pretty blase/scary
handling of O2 by glider pilots, old steel bottles last inspected God
knows when, etc...

I'd welcome some discussion on the topics you mention. That would fill
a real need for pilots like myself who don't often use oxygen.

One thing I'm curious about is the hydrotesting requirement. If one of
the legendary arguments for using "aviation" oxygen is its low
moisture content (debunked above), then:


From talking with a hydrotesting shop owner as I waited for a bottle
to be serviced.

1. Â*how is water completely removed from a cylinder after
hydrotesting, andl

They evacuate the bottle to a high vacuum while mildly heating it.

2. Â*how can a user be assured that no corrosion will be created in his
cylinder as a result of hydrotesting?

The bottle is borescoped after hydrotesting with the valve removed.

BTW, I think Mythbusters had a program on what happens if you break
the valve off a high pressure cylinder. IIRC, reality didn't quite
live up to the urban myths.

Here's a deeper explanation of stamp codes.

Oxygen cylinders are marked to designate the type of cylinder, maximum
fill pressure, hydrostatic test date, inspector, manufacturer, and
serial number. The marking are normally stamped into the shoulder of
the cylinder. The hydrostatic test date and inspector mark indicate
when the cylinder was last tested and who tested the cylinder. Most
oxygen cylinders are required to be tested every 5 years. This test
ensures the cylinder can safety hold the maximum fill pressure. There
are two other markings which are sometimes found on these cylinders.
The plus (+) sign located after the test date designates that the
cylinder can be filled to 10% above the pressure stamped on the
cylinder. The five-pointed star in the same location designates that
the hydrostatic test date has been extended an additional 5 years. A
cylinder with a five-pointed star would need to be tested every 10
years.

Vertical Alignment:
DOT-3AA 2015
1234567
XY Corp
8 ® 08 + ۞

Horizontal Alignment:
DOT-3AA 2015 1234567 XY Corp 8 ® 08 + ۞
DOT = Department of Transportation
3AA = Seamless alloy-steel cylinder
2015 = 2015 psig fill pressure
1234567 = Serial number of cylinder
XY Corp = Manufacture of cylinder
8 ® 08 = Month and Year, in this example, August 2008, the symbol of
the inspector is commonly placed between month and year (® used as
example only)
+ = Cylinder maximum fill pressure can be 10% above 2015 psig or
2216.5 psig
Ûž = Cylinder may be tested every 10 years versus the standard 5 years

On Jul 13, 11:37*am, Bill D wrote:
On Jul 13, 11:51*am, jcarlyle wrote:

On Jul 13, 12:39 pm, Darryl Ramm wrote:

Maybe more useful discussions on saftey are not related to the O2
labeling but the handling of the cylinders, trans-filling procedures,
maintenance and servicing etc. I've seen some pretty blase/scary
handling of O2 by glider pilots, old steel bottles last inspected God
knows when, etc...

I'd welcome some discussion on the topics you mention. That would fill
a real need for pilots like myself who don't often use oxygen.

One thing I'm curious about is the hydrotesting requirement. If one of
the legendary arguments for using "aviation" oxygen is its low
moisture content (debunked above), then:

From talking with a hydrotesting shop owner as I waited for a bottle
to be serviced.

1. *how is water completely removed from a cylinder after
hydrotesting, andl

They evacuate the bottle to a high vacuum while mildly heating it.


Yes pumping is another way, I am not sure I wonder if more places have
drying blowers than vacuum pumps. BTW its just a vacuum--a high vacuum
has as specific meaning (mean free path of the gas molecules approach
the size of the object) and most places just would not have the fancy
diffusion or other pumps or staff skills/training needed to pump down
to a high-vacuum.

Darryl

Bill D wrote:
BTW, I think Mythbusters had a program on what happens if you break
the valve off a high pressure cylinder. IIRC, reality didn't quite
live up to the urban myths.

Actually, it did:
http://www.youtube.com/watch?v=ejEJGNLTo84

On Jul 15, 2:02*am, John Smith wrote:
Bill D wrote:
BTW, I think Mythbusters had a program on what happens if you break
the valve off a high pressure cylinder. *IIRC, reality didn't quite
live up to the urban myths.

Actually, it did:http://www.youtube.com/watch?v=ejEJGNLTo84

I've been eyewitness to a forklift knocking down a pallet of cardboard
boxes containing 6 x 2l Coke bottles. Several of the bottles went more
than 100m across the ground. (most just bounced harmlessly)

On 15/07/2011 00:02, John Smith wrote:
Bill D wrote:
BTW, I think Mythbusters had a program on what happens if you break
the valve off a high pressure cylinder. IIRC, reality didn't quite
live up to the urban myths.

Actually, it did:
http://www.youtube.com/watch?v=ejEJGNLTo84

....and I know the fairing is composite but it also made a 5ft x 4ft hole
in the 747's pressure hull after going through the main cabin floor twice.

http://www.smh.com.au/travel/travel-...122-183aj.html

GC

On Jul 13, 10:51*am, jcarlyle wrote:
On Jul 13, 12:39 pm, Darryl Ramm wrote:

Maybe more useful discussions on saftey are not related to the O2
labeling but the handling of the cylinders, trans-filling procedures,
maintenance and servicing etc. I've seen some pretty blase/scary
handling of O2 by glider pilots, old steel bottles last inspected God
knows when, etc...

I'd welcome some discussion on the topics you mention. That would fill
a real need for pilots like myself who don't often use oxygen.

One thing I'm curious about is the hydrotesting requirement. If one of
the legendary arguments for using "aviation" oxygen is its low
moisture content (debunked above), then:

1. *how is water completely removed from a cylinder after
hydrotesting, and
2. *how can a user be assured that no corrosion will be created in his
cylinder as a result of hydrotesting?

-John

The cylinders are typically dried by blowing air or heated air in
them. Larger shops will have drying stations with a rows of hoses and/
or tubes that go down into the cylinders and dry them.

Cylinder testing requirements by DOT regulations, e.g. see 49 CFR
180.205. At each pressure test they required to be also be visually
inspected inside and out, for corrosion amongst other things.

You cannot be assured of anything in life. Like packing a parachute,
find somebody you really trust to inspect your cylinders.

Darryl

On Jul 13, 2:51 pm, Darryl Ramm wrote:
The cylinders are typically dried by blowing air or heated air in
them. Larger shops will have drying stations with a rows of hoses and/
or tubes that go down into the cylinders and dry them.

[ snip ]

You cannot be assured of anything in life. Like packing a parachute,
find somebody you really trust to inspect your cylinders.

Darryl

Thanks, Bill and Darryl. Heating would do the trick, given enough
time.

I ran across the following site: http://www.westernsalesandtesting.com/services.htm
where they talk about cleaning the interior of the cylinder. Is
cleaning done normally on aviation oxygen tanks? The chemical cleaning
sounds thorough!

Darryl, how would you recommend going about evaluating a cylinder
inspection company before deciding to use them?

-John

On Jul 13, 12:45*pm, jcarlyle wrote:
On Jul 13, 2:51 pm, Darryl Ramm wrote:

The cylinders are typically dried by blowing air or heated air in
them. Larger shops will have drying stations with a rows of hoses and/
or tubes that go down into the cylinders and dry them.

[ snip ]

You cannot be assured of anything in life. Like packing a parachute,
find somebody you really trust to inspect your cylinders.

Darryl

Thanks, Bill and Darryl. Heating would do the trick, given enough
time.

I ran across the following site: *http://www.westernsalesandtesting.com/services.htm
where they talk about cleaning the interior of the cylinder. Is
cleaning done normally on aviation oxygen tanks? The chemical cleaning
sounds thorough!

Darryl, how would you recommend going about evaluating a cylinder
inspection company before deciding to use them?

-John

Word of mouth from local folks, other pilots, scuba divers etc. Talk
to them (if they have time). Ask them what they do in an inspection.
Ask them about common problems or worse case things they find. How
clean/modern is their shop? Etc. usual stuff.

Also important is care in checking on service bulletins on your
cylinder. If they are not paying attention to this go elsewhere. You
can describe your cylinder and manufacturing numbers and ask them what
needs to be done. If they don't go and look up the manufacturer
website (or know by daily experience) go elsewhere. Like with aircraft
AD, SB and TNs you should be looking this up yourself and know before
taking the cylinder in.


Darryl