Rick Junkin

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'.

Thank you very much!

Thanks Lance. Yes, that was my thinking. But with Lycoming tech support telling me there isn’t one and then saying to check the Mooney parts catalog, it leaves room for doubt. I’ll check with the experts. My IA will put it back together either way. @philiplane can you offer your expertise?

That looks exactly like the one I removed. Thanks, will do.

@warrenehc The procedure for adjusting the electronic trim indicator is in the M20M service & maintenance manual. It's a somewhat laborious and iterative process best done with two people. You'll need to drop the belly panel to get to the trim potentiometer for the "down" adjustment, and pull the indicator out of the panel and open it up for the "up" adjustment. Here's a screenshot of the pages from the SMM with the instructions on how to go about it. The info specific to the trim indicator are on the second page, paragraph #2.

Can anyone provide the part number for the gasket between the turbo and the exhaust transition on the TIO-540-AF1B? The Lycoming parts catalog doesn't show one, but there was one installed when I removed the transition from the turbo. I traded emails with Lycoming tech support and they also referenced the Lycoming parts catalog and said there's no gasket between these parts. They suggested looking for it in the Mooney IPC, but the only exhaust parts I can find in that document are the tail pipe and it's associated gaskets and v-band couplers. There was a gasket there, I'm hesitant to have it reassembled without one.

Thanks Anthony! It will be 5 years in June since I pulled the plug.

Everything will be put back together by my IA. Disassembly I like to do myself for the learning experience.

Sometimes I’m astounded, when doing new things in retirement, by my own lack of observation/understanding, two things that were absolutely critical in my professional life. So, turns out I didn’t see that there is a slip joint joining the waste gate bypass elbow to the tail pipe and I was attempting to remove the whole thing as one assembly. Which I’ll say is impossible without pulling the engine mount. It wasn’t until my second conversation with an expert that I understood when he said I needed to get the elbow loose that he didn’t mean loose from the airplane around the engine mount, he meant loose, as in separated, from the tail pipe. I have the slip joint soaking in Aerokroil and expect to pull the elbow later today or tomorrow, allowing the tailpipe to fall out (relatively speaking) for the trip to Plane Exhaust for IRAN/overhaul. Learning is fun, sometimes exhausting. Once again I demonstrate I can be dense but I’m trainable. So ends my help needed request.

Ohboy. I heard from another Mooney IA that if I brush up on my Chinese puzzle solving skills there is a way to get it off without further disassembly. We’ll see how long my patience hangs in. Thanks for the follow-up!