LANCECASPER

That’s not “normal”. Even though OSHA standards say that in a work environment so many PPM of CO is acceptable I wouldn’t accept any in the airplane except in taxi with the door ajar and the side window open. Adding fresh air to dilute it is just masking the leak. If you are getting any in climb or cruise it is getting in through a leak somehow. Two questions would be: Where is it coming from? How is it getting in? Usually if everything is good in the engine compartment it gets in through the cabin door seal or if there are screws or camlocks missing on the belly. But if there’s a leak in the engine compartment it could also be coming in through the firewall. This is something I would chase down in case it’s.the exhaust system showing signs of wearing through. I had a the back side of a tailpipe joint coming apart on a Bravo which was not picked up on a visual inspection but was discovered with a CO detector.

Some wisdom from Beechtalk:

If I still owned an airplane with cowl flaps with an electric motor I would call BAS Salvage and tell them to put me on the list when they get in a Mooney with electric cowl flaps. I would figure out a way to get the motor “rebuilt” so I had a spare. Mooneyspace is much about keeping an aging fleet flying.

I flew mine back from California to Texas with the cowl flaps wired in the half-open position. Temps were fine all the way back

Which means they still have half of their workforce there. I was told by the first few people I talked to in 2014 that they didn’t do that anymore. I kept calling and kept talking to people politely and kept asking whoever I could talk to, “Who did they think could make this happen?”. There have been many people on here in the last 11 years who were told the same thing. Some of them gave up and others got their cowl flap motor “rebuilt”.

That was also their official position when I had my cowl flap motor go bad on a Mooney Encore in 2014. Whether Ms. Bobbie Eldridge is still there or not or her e-mail still works, you just need to talk to the right person. (By the way, I sent her a gift basket when I got my motor back.)

Give Hector a call at AeroComfort in San Antonio (https://aerocomfort.com/). Buying all new plastic pieces, which all have to be trimmed, still will not equal the product that Aero Comfort produces. They take your basket-case pieces, repair them, reshape them if necessary, and then cover them with ultraleather, which is stitched around edges and seams. The end result will look like a new interior which you'd find on a brand new airplane made today. It will be quieter also.

Rocket Engineering did their last Mooney conversions in the very early 2000's.

Read the entire article. From the article: "In addition to 96 vortex generators affixed to the upper surface of the wings and another 80 affixed to the underside of the horizontal stabilizers, the upgrade includes tougher gear attach points and some wing strengthening. The mods are not retrofittable to older Meridians, Piper having deemed them too complex for field installation." From personal experience, the Gross Weight increase had to be done at the Piper factory in Vero Beach FL since the wing needed to be opened up, re-skinned and repainted and the entire landing gear had to be changed out. And, of course, once all of that was done the VGs were installed. In 2003 the price to have the Gross Weight increase was $80,000. The last I heard, if you wanted to have Piper do the GWI on an early Meridian (2001 to some of the 2002 models) it was now in the neighborhood of $150,000.

The one I was partners in had pretty much all that except leather floors from the factory. At the altitudes that it flys at you definitely want the factory wool carpet with the insulation to keep it warm enough for the passengers. I loved the pressurization but the range on the original Meridian (with gross weight increase) made it slower in many "from destination to destination" scenarios than what I have in my Acclaim, since the Meridian needed a fuel stop.

PlaneAC is now available again.

Huge variances among Rockets. Most Rockets started out as Mooney 231s (1979-1985), many fewer started out as 252s (1986-1990) and 2 or 3 started out as Encores (1997-1998).

I did that on a Bravo I used to own. The Electroair switch is actually three separate switches, so there's some flexibility in where you put them.

That used to be N158MP which was one of the few Liquid Rockets (LTSIO-550) converted by Darwin Conrad.

Still no final report on this accident (ERA24FA154) ?

OK that displays heading, then you probably have a KI-256 attitude indicator that supplies pitch and roll, which may need to be overhauled. @Jake@BevanAviation commented back in 2024 on this and @IvanP had him test his autopilot computer. He would be the guy I would call. I'm sure he could help you get it sorted out.

What are the instruments in your panel that is giving the KFC-150 it's attitude and heading? Bendix-King steam gauges? Aspen with an EA-100?

I never let a passenger touch the door latch since they'll try to slam it every time. That's my job and part of my pre-flight since I'm the one with the license. This placard is on my door: https://www.aircraftspruce.com/catalog/cspages/warningonlythepilotplacard.php?clickkey=6452

https://www.weepnomorellc.com/

SOLD

You might put what help you need in the title so later when someone is searching for the same thing you are they will have a better chance of finding it.

I understand your analogy, with the exception that there is no greater emergency than a cabin fire. Since these batteries are portable the chances of them being dropped at some point in their life is a lot greater than zero. If the battery belongs to a passenger the danger goes up exponentially since they may not understand the potential for disaster and may not let you know that they dropped it at the last stop. Their "need" to watch a movie on the flight might outweigh the need to confess.

I would have thought any unpressurized mags on early 231s would have been changed out by now. That engine needs pressurized mags.

I don't think that was mentioned in this thread:

I agree and do not carry a battery pack any more in a small airplane, especially since this Mooney burned up after a battery pack caught on fire after being dropped. Thank goodness it happened on the ground and not in the air. https://asn.flightsafety.org/wikibase/386971