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https://www.aircraftspruce.com/catalog/cmpages/conForFoan.php Different colors are different levels of squishiness for your posterior.

It's probably tiny. But not everything requires regulation. And even if you insist on mandating CO detectors, you can do it the way they regulate flashlights, "having at least two size “D” cells, or the equivalent." (we can probably get rid of the "D cells" language). No panel mount. No TSO. Just something that works. But the NTSB agrees with you. They have recommended that the FAA mandate CO detectors meeting certain minimum aviation performance standards. They even cited all 31 accidents over a 38 year period that were attributable to monoxide poisoning. Most of those involve fatalities or serious injuries. So far, I've seen no action on that.

Think this is not a one and done, friend of mine had his seats done by well renowned aircraft upholstery shop, claims they are less comfortable now than before, buy the best certified stuff you can, have it cut to match what is in there, listen to what the upholstery shop recommends, try it for a couple of hours, then redo it if you have to, seating position and shore hardness of foam is a very personal thing, my airplane has lumbar supports in the front seats, when I bought the plane they were both broken, after I repaired them I really started to like them, bring them out more and more towards the end of a long flight, you may come up with a fixed lumbar support made from really dense foam material, enjoy the journey, no seat feels as good as the one you have upholstered yourself

When I re-did my seats a few years ago (with a local upholstery shop) I sourced and ordered 3 densities of confor/memory foam as I felt that was the best available for comfort and crashworthiness. IIRC it was ~$1500 just for enough foam for 4 seats without any labor cutting and assembling. Buy the best you can for comfort and safety and cry once. Enjoy the renewed seats for many more years.

what would you say the percentage of GA piston planes flying today have a great CO detector with live readings displayed in your face? I am not talking about that scratch and sniff POS....

Check your local upholstery shops. If nothing else, buy new foam and use the old foam as a template to trace the shape, then cut it out. P.S.--there are some good upholstery videos on YouTube

Im mostly following this as im interested in doing my seats as well. Here’s some thoughts… Get a local upholstery shop to do it and ask for burn certs or astm documents. Should be fine. Or get the company that people order from scs i think? They will build up cushions.

Check your local upholstery shops. If nothing else, buy new foam and use the old foam as a template to trace the shape, then cut it out

Hello all, during my coming annual I was hoping to get my front seats redone. The covering on them is still fine, and I'd like to keep it (it matches with the rest of the interior), but the foam underneath is compressed; I would also like to get the seating position to be higher by maybe one inch by putting more foam in. Problem is that I called Oregon Aero, and they quoted me an incredible price, around $2200 per seat just to make cushions for me. (Without any installation or anything, just to have the molded foam cut.) That is way way too expensive for what I want to do. My question is what other options do I have? Is there a way to source aviation-approved foam to install in the seats? The plane is a 1970 M20E. Thanks.

I might be interested in buying the AP for spares. Would you mind messaging me with some pictures, and any additional info, such as overhaul dates? It would not be immediate as I am still learning my plane, haven't even turned the autopilot on in flight yet.

@birdofjoy I apologize as this isn't helping to answer your question- but I noticed what looks like an altitude preselect. Is that a Century 41 Autopilot as well? I'm curious about your setup as I learn about my new (to me ) plane that is sporting a C41 and 530w. I was considering going with the IFD540 down the line, maybe an Aspen... actually, your old panel is a lot like what I was considering.

The shop didn't have to run any wires for my upgrade. If you have a G500 series and legacy compatible autopilot (KFC, KAP, etc) this is a great deal.

Not correct... there is the Lycoming anti-scuff additive and that is different than the anti-corrosion package of Camguard. I run Phillips 20W-50 year-round with Camguard. I added Camguard after ~25 hours post-overhaul with my second oil change.

I flew a Cirrus for the first time last Sunday. It was empowering in that it made self- love more appealing than fighting a ballooning and noisy... plane.

Should be no issue, the J step is a more streamlined design if you can find one, talk to your mechanic and see if they're happy installing that modification.

The weather briefings I find for the most part, they just present the information that you can obtain yourself, with no real context. In my experience, they just read off what the prog charts are saying. The guys at Leidos actually seem to have an understanding of the weather systems on a much more involved scale, they can give you information that's not available on the charts, especially if you're unfamiliar with the local climate, they can provide you with some valuable insight to assist in your decision making. As for the service, where to begin? Constant IFR flow delays into Vancouver on sunny, clear VFR days. Calgary is starting to see that now too. Temporary tower closures in Kelowna and Winnipeg due to staffing shortages. Flying around capped at 29,000' because there's nobody to staff the IFR high sector in CZEG or CZVR. Landing in YVR with ground, clearance delivery, and tower all on a bridged frequency because there are only two controllers working the entire airport. Decomissioning damn near every ground based navaid in the country in favor of "mandatory" RNAV routing. (FYI: they can not deny service if you are unable RNAV, although they will try.) Decomissioning ground based radar to save money, shifting the cost burden to the users by "mandating" 1090 ADS-B. Year after year, the service gets worse, and the fees never change. The infrastructure is lacking, the staffing issues have no solution in sight. Flying in the USA is a breath of fresh air compared to Canada in terms of quality of service. I spend 600-700 hours a year flying in NavCan’s airspace, and most of it is an exercise in frustration. To be clear, I take no issue with the controllers, briefers, and staff themselves. They are professionals, and doing the best they can within the confines of the organization and policies they work under. The issue I take is with NavCan as a whole. It's a private company with a monopoly on the market, hence zero accountability. There's no incentive to improve.

As an aside... @Jpravi8tor can you change the title to "CO" and not CO2? Every time I see it I get a laugh.

Can one install a fixed step of later models on a F? My airplane had its vacuum system removed and the step removed as well. I would like to get a step reinstalled (short legged girlfriend). Another option is an electric auto-step from Flight Enhancement. Does anybody use this system and are they happy about it? Thanks in advance for your insights. Sent from my iPhone using Tapatalk

No reason to get derogatory. "A derogatory comment is one that expresses a low opinion, showing a lack of respect by being insulting, demeaning, or disparaging. It can be a word, remark, or comment intended to belittle or diminish a person or thing, with synonyms including insulting, uncomplimentary, and pejorative. Examples include slurs related to race or sex, and insults that suggest someone is stupid or crazy." We don't need legislation. That will result in a required CO monitor with a complicated TSO spec that costs $2000 somewhat like ELTs.

If one is using oil with additive like Aeroshell W100 or Philips AW20W-50 adding Camguard is redundant. Some say use Camguard only with oil without the additive.

It might be worth getting a different device for a second opinion.

I fly with two. One to check the checker. On the ground they are reading sometimes double digits. I taxi with the door open almost 100% of the time. In the air they read 0. Maybe low single digits with the heat on or if the cowl flaps are open it may read between 1-3ppm. Every plane should have these. They are cheap and do save lives. I read nearly 200ppm one day and found some scat tubing off in the cowling. Unfortunately we will need legislation to mandate expensive panel mounts due to cheap ass pilots who refuse to smarten up.

I could live without the second GPS. In my case, the plane already had the 650Xi, and keeping it was a few K over putting in a lesser radio. But I really like having the second com. The second VOR makes the monthly VOR check so easy.

That’s pretty much what I see. Maybe a small rise on the ground, gone in the air. Not just one aircraft. Not just one type. Pretty much across the board.

I’m not worried about it remotely just saying if you’re constantly getting 0 I’d at least hold it by the exhaust of your car to check it