PeteMc

Depending upon the other glass displays are installed, there are a few things to consider between the G5 and the GI275. But if you're looking to put one or the other in, the GI275 is the newer more robust device. In multiple Webinars I've heard Garmin say it is the preferred choice if you don't have a specific need for the G5.

If you're staying with the traditional 6-Pack, can I suggest you consider the G1275. It is also a great device to drive a multitude of autopilots. It would also give you multiple views for you instrument flights.

And outside air (we'll assume fresh air) comes into the cabin from multiple sources. One down side in my consideration of moving the CO detector to the right side of the panel is the door seal. Some years when it's just been changed there is no air leaking, then sometime down the road there are often some leak in our Mooneys. They start off slow and slowly get worse, until we finally decide to replace the seals again. So is the indication going to be as high for the right seat as it is for my seat for those years where there is fresh air coming in around the door? Yes, I get that none of us hear can say for sure. But it is a consideration.

I think I may have changed the Start & Taxi Fuel a bit, but otherwise I left it as is (often long delays for departure at my home airport). But I don't usually fly at Gross Weight and don't usually fly Max Distant legs. So on long trips I'll depart with full fuel and fly 4+hour legs and land with plenty of fuel. So the standard FF Profile is pretty close for my flight planning. And since I don't push the distance, I'm not worried if I'm a bit off with my fuel flow vs. what they estimated.

This is why I currently have it on the floor where the heater/vent air blows right over it. It is plenty loud enough to hear if the alarm goes off and it has a display for the Max ppm it has detected (even if below alarm levels). So if there's any headache or any other questionable symptoms, you can always check the reading. And it resets to 0 when you check it. So if you check it again later and there is an equivalent number showing, you get an idea if you need to have things checked out before they become a real issue. Yes, not as good as some of the super high tech ones. But it looks like it will do the job.

In a recent FAAST Webinar they discussed the X-Sense XC01 Carbon Monoxide Detector for $30 https://www.x-sense.com/products/xc01-carbon-monoxide-detector Right now I have it on the floor between the tank selector and the emerg. gear extension. I like the the floor location because it is directly in the heat/vent air flow and I can look down and see it. But I do have blank panel space on the right side, so I'm considering Velcroing it up on the panel. It would be easier to see up on the panel, but I'm not sure if it would take longer to go off up there.

Yep, what @carusoam said... Just start looking at the numbers you're getting on your flights. If you wanted to start with crunching numbers. Get the numbers for the E and the J and see what percentage they change with altitude. Then compare those numbers to the numbers you do have. From there, look at the F & J above whatever the last numbers you have for your F. Again, use those numbers as a guide to calculate numbers to plug into ForeFlight. After you've got the numbers in FF, go fly and see how close they are. Regardless of temps, winds, etc., FF is calculating how it thinks your plane will perform in those conditions. So if what you're really getting is off, tweak as needed until you're happy with the numbers.

If you go into your aircraft's profile, do you not have the option to +Add Basic Performance Profile? It may not be there pending which FF subscription you have, but if it is there, you should be able to add performance date up to your service ceiling. You may have to make it/modify it as you go, but at least FF will try and calculate something.

I remember trying to renew years ago and never got a response.

Who does the maintenance? Maybe it's time for a new shop??? We just had this discussion today at lunch, though it was really from the other direction. A friend bought a plane 20+ years ago, but when he was first looking at it the shop that did the pre-purchase, that was also the shop that had been maintaining it for year, found a HUGE list of issues. Friend sent the list to my mechanic (Air Mods @ N87) had a great laugh. But he couldn't get up to see the plane right away. So the friend found another mechanic who was able to look at the plane - and also had a great laugh with the list. This was a well known "New England" shop, but obviously there were issues with their work. And they were willing to tell whomever what they thought they should hear vs. what the straight story is. So, just saying... Maybe your guy isn't really finding these issues until YOU find them. Might be worth someone else looking at plane to give you an honest evaluation.

@Kerry_PDX Did you ever find a mechanic? I heard back from someone at KSFF and they had two recommendations of mechanics/shops, but did know if either had Mooney experience. One was Joe Arcuri who apparently is an independent mechanic. I found LinkedIn Contact info by Googling "Joe Arcuri KSFF" Other recommendation was Western Aviation that has several mechanics on staff. If you need to get a real Mooney guy, closest one would be the in Coeur d'Alene.

@201er Looks like you were moving right along there as you started to enter the downwind....

Showing 220 just a few minutes ago. Wonder if it was forecasted in that area or if he's getting a nice extra push. I can hear him now... "Come'on ETA.. Keep ticking down!!" And with the extended range tanks, I sure wouldn't be pulling back any more than I needed to. Just what was needed for the range (w/ reserves, of course ).

Basically how it works out for me too. I plan for 4 and then typically will pick something a little further than going shorter as needed. But a 4 hour flight IS NOT 4 hours from the last "rest stop" if you think about it. Especially if you have any kind of Wx diversions. And for those flying in the higher altitudes... Potato Chips and Coke apparently actually reacts with the body and you can get a LOT longer flight leg than you would expect. Don't remember the specifics as to why, but I think it was John Deakin that posted about that years ago.

Anyone looking for a place to fly in the NE tomorrow (Monday 2/21/22), a few of us are headed up to Plymouth, MA (KPYM) for an early Lunch/Brunch. Planning to arrive around 11AM since we don't know if Plane Jane's Rest has any kind of a local lunch rush hour. https://www.planejanesplace.com/

I almost suggested them. Wonder if their shop does any maintenance on non Rocket planes?

Nice Winds!! I liked zooming in and and actually seeing that Mooney cruising over the landscape! FlightAware had you at 203 when I looked.

I've just reached out to the AOPA ASN for SFF to see if he can get some local Mooney input. Is the plane flyable at all? I think I've heard there is a Mooney mechanic in Coeur d'Alene, I'll see if I can follow up on that.

Ah, but if the plane is repairable, it's not his checkbook!!

Not a mechanic... but in talking to some about LOP in general... There are LOTS of internal engine components that are plenty hot enough to get rid of any moisture if the plane is flow regularly. (Or will get rid of it if that particular flight is pretty long to allow for the moisture to be eliminated. And there is less lead due to the reduced fuel flow and a better burn LOP, so led deposits should not be an issue. Best way to confirm this is to look at the dark plugs with buildup from a plane that runs ROP and the very clean lighter plugs from a plane that is run LOP (especially if leaned aggressively on the ground).

Problem with all of the good shops is scheduling. So the one you think you're going to may not actually be the one. Unless you have lots of time to wait... I used Prestige Aircraft Inc at Franklin County, VT (KFSO) and found out about them from friends that also used them. They're about as far north as you can go in VT. There's also Ed's Paint Shop at Brookhaven, NY (KHWV) who I used a few times for touch-ups over the years. And Ken Reese, who I guess is now part of KD Aviation, at Robinsville, NJ (N87)

I'm not talking the full two way ADS-B Ground Stations. But I am wondering about just higher powered FIS-B Transmitters along the more widely used corridors and at a number of Airports? Perfect, no. But it would be SO MUCH better than having nothing at all. Maybe CIFIB could be adding this too as one of their initiatives vs. pushing for full UAT 978 ADS-B?

I tried to find the article I had read about them, but no luck. I think they are independent right now, but I *THINK* the article said they are working with Nav Canada in hopes to get them to take over their project. Does/did Canada have no plan to provide inflight Wx, traffic, etc. like the US? That's seems very short sighted. They don't need the infrastructure the US has to at least provide the WX broadcasts.

Canadian In-Flight Information Broadcasting Association (CIFIB) that is working with Nav Canada to add some UAT 978 MHz compatible ground stations throughout Canada. Last summer I think they had or were installing three, don't know if they've added any more since then. They're not going to install them to have full ADS-B coverage like the US, but they want to distribute them where they'll do the most good in getting Wx into the cockpit.

What are the other countries that are Space Based doing for TIS & FIS? My transponder is both. I have not looked, but are there a lot of 1090ES ONLY transponders? Or are most dual?