Rick Junkin

Don't forget to download 2/3 of your ordnance load too. But now i'm just being picky. Sorry for the thread drift. I also appreciate her videos. Lots of editing apparent on the ground instruction portions, presumably to ensure her presentation is to the point, accurate, and understandable. She has obviously done a lot of work to achieve this goal. Nicely done. Cheers, Rick

My request was also successful. HOWEVER, somehow this database https://www.aviationdb.com/Aviation/AircraftQuery.shtm, which presumably uses the FAA database, still has all of my personal info displayed. Maybe it will eventually time out?

Hmm. I do my GAMI sweeps at my cruise MP/RPM power setting to verify the spread is <0.5gph. My logic is this is the power setting at which I will be running the engine LOP and where I want to verify the fuel flow is balanced best for smoothest operation in cruise. I know I read a recommendation for this approach about 9 years ago when I initially set up my engine. I believe it was on the GAMI web site, but it might have been something from Mike Busch or John Deakin. The other checks Savvy suggests for induction leaks and in-flight mag checks I perform at a lower power setting, nominally 65%, to keep the temperatures under control. Minor thread creep, sorry about that.

Can you elaborate on what this means? The iPhone image you posted has the Aeronautical map setting selected, the iPad image does not. If it's the airport and airspace symbols/lines you're talking about, deselect the Aeronautical map on the iPhone and they will be removed. Cheers, Rick

I'm having trouble finding this on the Precise Flight web page. Can you point me in the right direction?

@Sam Judd I sent you a PM regarding the Aerox package. Cheers, Rick

This is a great idea and has been a long time coming. I'll be checking it out and getting familiar with it using x-plane. Will the SmartCharts procedure charts be incorporated into the G3X Touch databases?

As a non-A&P owner I’ve found the Savvy service very valuable. I signed up in 2018. I’m subscribed at the Savvy Analysis level and have used the Breakdown Assistance twice. Both times I was able to get the guidance I needed to be able to get the airplane home safely, once with the help of a recommended local A&P and once with recommended risk mitigation steps. I regularly upload my engine data for my own assessment and tracking and have received quick answers to my questions when I discovered things that didn’t look quite right to me. The Report Cards and FEVA Reports are great snapshots for identifying trends that indicate where maintenance actions may be required. I’m fortunate to have a good friend who is an IA and willing to teach and supervise me when he comes to work on my airplane. However he isn’t a Mooney expert so we lean on the expertise here on Mooneyspace and I may upgrade my Savvy subscription to the QA level as an additional resource. I think it would be well worth your time to talk with them and see what they’re able to do for you.

@toto Just a thought, and I’m not disparaging your shop in any way. Have you had a capacity test done at a different shop, or done a “poor man’s test” yourself? Often a second opinion reveals new and useful data. EDIT: This article from Mike Busch provides some good information about battery care and feeding. He describes how to perform a rough battery capacity test using only the equipment installed on your airplane. It works. I try to do this test and a test flight to perform GAMI sweeps and airborne induction and mag checks before each annual inspection to identify any issues before the inspection starts. https://www.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2011-07_battery-tlc.pdf

FWIW I used a virtual machine (Parallels) running Windows 7, 10 and 11 on my Mac Book Air and never had a problem updating my GNS 430W cards. I switched over to using the Mac version of Garmin Database Manager when I upgraded to avionics that use SD cards and also have had no problems, even when Garmin updated the Mac software. Luck of the draw?

The alternate part, RV6NAYSD502A, is available from Mouser. I replaced my stab trim potentiometer last year and it's the same part. About $40 with shipping. Follow the wires from the potentiometer back to find the barrel connector and remove the whole assembly (potentiometer and wiring pigtail) from the airplane for an easy soldering job. https://www.mouser.com/ProductDetail/882-RV6NAYSD502A You might want to loosen the arm attached to the potentiometer and try to rotate the potentiometer by hand to make sure that's really the problem. You're getting an indication on the trim indicator, which means power is getting through the potentiometer, so it's possible it's either frozen or just not being turned by the arm.

I'm in the process of removing the carpeting and rear seat buckets to inspect/reseal all the floor gaps with aluminum tape. I'll take some pictures to show you where the gaps are located. Some of them are quite large. The CO level in my Bravo can go as high as the low 40's during a full rich climb-out and then drops to zero or low single digits at LOP cruise. I'm convinced I can improve on that so I'm taking a look at everything. Follow the exhaust trail down the left side of the airplane and you'll see all of the places it can find a way into the cockpit, especially at lower airspeeds/higher angles of attack. It spreads well beyond the visible trail at higher AOA. The joints between the belly panels need attention too. Thin weather stripping is effective on those. And look for missing fasteners, especially along the left edge of the main belly panel. One empty fastener hole can suck in a lot of exhaust. The wheel wells were already mentioned, as was the door seal. Remember that CO poisoning is cumulative. You've experienced high CO levels in climb, so the higher you climb the worse it gets for you. And if you're making multiple hops in a day those repeated exposures add up. That's what got Dan Bass @DanM20C. Please let us know what you find.

@warrenehc If you're getting an audible alarm from a Sentry then you have an issue that I would address sooner rather than later. According to the Foreflight web site, the audible alarm doesn't trigger until 200PPM. The one time I saw over 200PPM on my Sensorcon during a departure I declared an emergency and landed. Turned out to be a prudent decision. We found an under-torqued v-band clamp. From the Foreflight site: What are the Sentry and Sentry Plus carbon monoxide (CO) alert thresholds? Sentry and Sentry Plus alert users to elevated carbon monoxide (CO) levels with color-changing LEDs, a built-in audible alarm, and in-app alerts. The thresholds for these features are described below. LED Color Red: When the detected CO level exceeds 200 PPM (All Sentry LEDs turn red). Yellow: When the detected CO level is between 75 and 200 PPM. Green: When the detected CO level is less than 75 PPM. Alarm An audible alarm is triggered when the detected CO level exceeds 200 PPM. In-App Alerts An in-app alert is provided when the detected CO level exceeds 200 PPM. A second in-app alert will be displayed after five minutes if the detected CO level continues to be greater than 200 PPM. https://support.foreflight.com/hc/en-us/articles/13592147336599-What-are-the-Sentry-and-Sentry-Plus-carbon-monoxide-CO-alert-thresholds

@hazek The vertical profile is there, it just isn't where you think it would be. Go to the MAP view on an iPad and select the carrot at the edge of the screen to select split screen. Then select Flight Profile by touching the image above the carrot. EDIT: On the iPhone, Flight Profile is on the Main Menu since there is no split screen mode. I decided to take the plunge and subscribe to Garmin Pilot + Premium and spend a year running it as primary with my Foreflight Performance Plus backing it up. I'm in the midst of spending some quality time with x-plane and GP to exercise all I can outside the cockpit to get comfortable with it. I've been a Foreflight user pretty much from the time it hit the market and consider myself proficient. I've also put a lot of time into building checklists and profiles in Foreflight for my Bravo, and tailored the organic Performance Plus profile to match my LOP ops almost exactly. I use the log book function as well, and have found it extremely convenient. But I put a full Garmin panel in my airplane a couple of years ago so I gave Garmin Pilot a short trial back then. I even bought a Mach 1 Pro watch so I was of a mind to go all in on Garmin My GP trial didn't last long. I found the weather briefing capability and aircraft performance profiles in Foreflight to be superior, and those are the two things I depend on most heavily. In other words I didn't really give GP much of a chance because I almost immediately decided I didn't like it. The Leidos integration seemed clumsy compared to the Foreflight organic weather and flight plan filing integration. Flight planning in GP didn't feel intuitive and I didn't use it long enough to get comfortable with the Flight Plan/Trip Planning/Map interactions to a degree where I would have confidence I would be able to use it in the cockpit under stress. I had built a rudimentary performance profile for my airplane that worked but missed the takeoff and landing data provided in Foreflight. The TOLD isn't a huge thing, but it's a thing, and I discovered I used it in Foreflight more than I realized. In hindsight what it really came down to then is that I had invested a lot of time in, and had years of experience with Foreflight and I wasn't prepared to give that same effort to Garmin Pilot. So now I'm investing the time and effort in GP to become proficient with it. I still don't like the weather briefing, but it works. I don't like that there is no organic performance profile for the M20M Bravo, but I can refine the rudimentary one I built or modify one provided for a different airplane in the app. I don't like that there is no TOLD support, but I can use my own TOLD charts and tables I built when I first bought the airplane. I imported all of my logbook data from Foreflight and need to compare the two to see what all dropped out and how GP Logbook measures up to what I need/want it to do. I've transitioned to using the checklist function on the G3X so I probably won't build new checklists in GP. It would be great if the .ace file format could be used in GP checklists but I haven't researched that yet. I'm having a hard time adjusting to the format and sequences for flight planning but that's just a training issue. I have a lot of negative transference from using Foreflight so long. I'll figure it out. Oh, one thing I DID discover about GP that is important to me is GP can access external documents on iCloud. Foreflight cannot and I have to maintain a premium DropBox account for my avionics guides and other references I want through Foreflight. So if I fully transition to GP I can drop my DropBox subscription. Comparing Foreflight to Garmin Pilot is like comparing the F-15E to the F/A-18E/F. The F-15E is more like a PC operating system where you get down into the weeds technically and have multiple ways of accomplishing most tasks, where the F/A-18 is more like a Mac where you turn it on and things just work; but you have to know HOW they work. Each one does different things better than the other, but they both get the job done well.

Anywhere in the western Carolinas and eastern Kentucky/Tennessee will fit your bill, both economic- and ideology-wise. If you use Chattanooga TN and Winston-Salem NC as diameter endpoints and draw a circle, you'll have a beautiful area that has a bunch of small airports in small towns. Many are close enough to the larger cities. One caveat, though. It can be hard to get accepted in the smaller communities in this part of the country. Most of the folks have lived here all their lives and don't always take to new neighbors. Just something to be aware of. On the other hand there are a lot of transplants in this area from the recent migration that's happened in the US. Tennessee has no state income tax. Just sayin'.