All Activity

Curious what makes you say that? As a newer pilot I have found the weather briefing services invaluable for helping me learn and stay safe. Especially mountain flying with such a multitude of variables that need to be considered. I don’t think I get billed more than $100 CAD ($20 USD ) for a year of service which obviously also includes FSS, FISE, towers, etc.

His "Al Mooney was 7 ft tall" one is the best.

It's not just electrical failure. There have been countless of incidents of the 650's locking up in flight. Leaving you with an unresponsive unit, unable to interact with it to so much as change a frequency. How will you "exit" IMC if you can't shoot an approach? The second radio is absolutely worth it, especially to someone like yourself who has limited IFR experience. It could save your life. Have the second radio hooked up to your standby loc/gs indicator there, so you're not stuck when the G5 konks out. The more redundancy you have the better.

NavCan sucks. They're useless.

@Captnmack Can you elaborate a little bit more on what you are after? Your new weight and CG should be all you need to enter into ForeFlight; it should have the default factory envelope limits. If not, you can get those from your POH.

Uh, YES IT IS! Just because YOURS and your SR22 buddy's are not is hardly evidence of GA as a whole! Look, I get it, YOU don't want to think there is anything wrong with YOUR plane, and you tell yourself that 10-20 ppm is not that dangerous (50 ppm is the OSHA 8 hour limit) but you are flying and at altitude the effects are likely more serious. Mine is zero in cruise, and just go back through this thread and look at all the individuals also with zero in cruise. It is NOT an anomaly to have zero. It's got nothing to do with how ancient our engine designs are; it's all about properly sealed cabins and healthy exhaust systems.

That is correct. Just stick the duct out the left exhaust cavity with all the other hoses.

If you are in cruise and you are reading anything over zero, there’s something up with your exhaust. On the ground, with some tailwinds and a door open, you’ll usually read something.

Mine are all brand new too, 0 ain’t very real in GA even my friends 100ish TTSN SR22GTS was like 5-10

Don’s article said it was vented overboard. So maybe it’s just routed the same as the other vent hoses in that area. I have oil breather, battery and fuel pump hoses all vented in the same area.

Pics from 2010, when I did the carb heat overhaul kit that LASAR recommended. The carb heat flapper shaft was so worn that it was eating into the air box. I had to make a little patch for it.

Here’s a link to a Don Maxwell article on the vintage carb heat system. The pictures are missing, but the words describe pretty accurately. https://www.donmaxwell.com/carb-heat-systems

I’m sure this is out there somewhere but I’m looking a more detailed W&B form so I can build an accurate profile in ForeFlight. Just re-weighed AC after major Avionics change and now have a useful load of 1026 lbs.

Yes, that's the right way to do it.

Corrected for actual landing weight? With 1/4 fuel and no passengers or luggage, my Vs0 is 10 mph lower than book. Actual Vs0 = Vs0(max landing weight) * sqrt(Actual Weight/Max Landing Weight)

My CFI has a fancy monitor and used it a couple times in my airplane. It's always read zero and being in FL, even with door open.

Have you tried flying around talking to ATC on the handheld? And if the 650 dues, how will you navigate and shoot and shoot an approach if IMC?One radio is fine for a VFR only machine but not for IFR.

I’ve landed in pretty strong cross winds with no flaps, takeoff flaps and full flaps. They all work, but I like full flaps since it makes it just like any other landing. If gusty and the airspeed is bouncing around I just try to keep the lowest indications at 1.3Vso.

Spooky…. I’m working on the same plane (model and year), same situation, been sitting for awhile, and have the same name [emoji15] Mine does not have any ducting. It’s open to the air under the cowling and would be sucked out the cowl flaps.

Bull's eye! I'm one of those g IFR flyers, with just a few months of IFR rating... :-) Thank you for advice!

The reason that I haven't remote mounted mine is that I want to see the status lights for SXM, ADS-B, power, GPS, bluetooth. I also want to be able to reset or pair it if necessary also.

With you there! That's why I got GFC500... And even then I did weigh $$ vs benefit. Benefit is tremendous, and I'm glad I did it. There's no comparison to how I flew w/ my old S-Tec 40 and now. On the other hand - radio or GPS failure in my mind leads to immediate need of getting out of IMC as quickly as possible, and having ability to talk to tower or CTAF to land. Having secondary COM/GPS is very convenient in THAT EVENT, but does not really provide as high a guarantee as dual magnetos do for continued flight, for instance. Electrical failure risk remains, and it feels to me (perhaps incorrectly) it is likelier scenario than failures as seemingly narrow as radio/GPS (b/c alternator is mech device I guess?)... If I could have purely emergency cover for both that is also inexpensive - I would just continue enjoying failure free so far flying w/o large expense. Hence my hesitation. It is obvious, however, that options eval does continue in my mind! ;-) Itching to spend =)

If temps have come down break in is complete, cam guard to my best understanding is both, an anti scuffing agent and an anti corrosion agent, if you fly at least once a week you do not need the anti corrosion agent, gut feel I would give it one oil regular change interval, typically 25 or 50h depending on engine, before adding the camguard, others will chime in that know more