Carbon monoxide, kickbacks, avionics upgrades, and leaning radials are on tap. Email [email protected] for a chance to be on the show.Join the world's largest aviation community at aopa.org/joinFull notes below:Bill has a Cessna 210 and in climb he gets 50-100 ppm on his CO gauge. When he levels and goes lean of peak it goes back to normal. He's also noticed that if he puts the heat on he also doesn't have a high reading on his gauge. It's not from a hole in the firewall, Paul says. The most common places it can come in are from the header tanks where they come in through the belly, the steering boots on the nose gear, the down-lock boots on the main gear down-locks, the pilot's cabin door (look for light in the lower left corner of the door for light while in flight). The level goes down when he turns on the heat because he's pressurizing the cabin, which keeps the CO draft out. And he doesn't get it at LOP because he doesn't have nearly as much un-combusted fuel in this state, the driver of CO. Bob has a Cessna 182 and it has a North Point (nee P-Ponk) engine with an MT prop and experienced a kickback during start. He's wondering how to move forward. His mechanic recommended removing one of the impulse couplings (he has two). The kickback would occur if one of them didn't activate properly, Paul said. If the ignition fires early during the start process, the impulse coupling delays the spark until top dead center. If it fails, it doesn't delay it, and the kickback occurs. When the kickback happens, the nylon gears in the mags are stressed, the spring in the starter adapter can break. The hosts recommend changing that and inspecting the impulse coupling. The hosts gristle when Bob mentioned the MT prop. It's so much lighter than aluminum, and they result in many more kickbacks. Kyle is wondering about the leaning philosophy on the R-985 engine on the Beaver he flies. The manual cautions against leaning below 5,000 feet, and he's wondering what the hosts think. Colleen said since it's his employer's airplane and there's no engine monitor in the Beaver to just keep it full rich as directed. Mike said he might fly it in cruise just like a typical 4-cylinder and lean to the onset of roughness and enrichen it only until smooth again. Erick is looking at purchasing a Columbia 400 with legacy avionics and he's thinking ahead to potential long-term maintenance issues. The hosts explain the potential repair, maintenance, and replacement options. These include the Avidyne yearly maintenance fee he can choose to do with Avidyne, or he could install Garmin, which is STC'd. The MFD has an AD to replace the battery after 10 years.