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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

Stunning panel! I’d love to chat with you once you get some time on this setup. I’m currently talking with Greg at Baker to do a very similar setup

ATIS Wiz! https://flightenhancements.com/more.html

Mine reads 0 in cruise, and usually low single digits on the ground or in climb. If the door is open and the breeze is right it can go way up, but rarely other than that.

I did not know that

Yeah Camguard has both anti-corrosive and anti-wear. You can change your topic to Camguard in the little “…” menu …

I was poking fun at our brutal exchange rate. I know it’s not that bad. Totally agree about all the “auto” billing user fees using ADSB data etc, especially when the FAA postured during the ADBS mandate years that it would not be used for commercial reasons. Sent from my iPad using Tapatalk

Let's all remember that everyone has a finite budget. Some more than others, obviously, but the question here is not really whether a 2nd nav/comm would increase safety. Rather, it's whether the small risk reduction in doing so is the best use of safety dollars for this owner and his mission, given an already pretty-well-equipped airplane. The guy already said his mission is limited to "gentleman's IFR", which isn't significantly higher risk in the what-if department vs. a VFR-only pilot who might accidentally stumble into IMC. Yes, I suppose his GTN could lock up right as he enters a thin layer, at the same moment that layer quickly turns into widespread IFR for hundreds of miles. Maybe the GTN is actually electrically damaged, such that it doesn't respond to power cycling. But what is the risk of that compared with all the other risks he assumes? Engine failure? Loss of control? To put some numbers on it, looks like a used KX-155 is running $1500-$2000 on eBay, and let's hazard a guess it would be another $1000 to install. $2500-$3000 walk-away price for the increased safety of a 2nd nav/com. But I'd wager $1000 spent by the OP on 10-ish hours of training with a good CFII on equipment failures (including simulated failure of his only NAV/COM), as well as takeoffs and landings and unusual attitude recoveries, would reduce his risk a lot more than the additional equipment, for thousands of dollars less. That's a good tradeoff.

One US dollar = $1.40 Canadian Dollar. Currently the Canada NAV User Fees affordable and will not stop me from flying to Canada. We in the USA have been fending off the threat of User Fees for a long time. I personally don't like the idea of them.

Steve: The fees at Billy Bishop were high but I was prepared for that. The User Fees sent me over the edge but I have since recovered. I did not expect User Fees. I know in the USA some have been pushing for User Fees, but AOPA etc have been successful in thwarting. I believe in the freedom to fly. The problem with User Fees is the gov't will keep jacking them up, up, up.

Nav Canada has been great for me, There's a lot you get for $25/quarter. What did you think of the fees at Billy Bishop? lol

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.