juergenklicker

Correct. Initially, I checked with Garmin if I can have two G5s replacing the KI 256 and the KI525a. That didn't work because the G5 replacing the KI-256 just won't talk to the KFC 200 with or without the GAD29b, hence no flight director... So I needed the KI 300 as a KI256 replacement, but I could put a G5 with a GAD 29b underneath the KI300 replacing the KI525a I guess... I'm still hoping my 525a will hold up until there's a PFD around that does the trick replacing the whole 6-pack with the KI-300 as a backup for 5 out of the 6 functions. I have a second VOR-LOC-GSI backing up the HSI, so that would be acceptable to me. Yet the folks at Dynon are holding an STC that excludes interfacing with an autopilot. So that won't do. Nor will the Aerovue Touch. It's "Keep flying and hope for the best...."

I would have considered another solution (PFD?), but couldn't find one that would interface with my KFC-200 enabling coupled approaches. The G5 doesn't and the Garmin guys just told me in Oshkosh last year that no solution is coming up, they won't even consider. Their recommendation was - surprise, surprise - replacing the KFC-200 with a new Garmin AP plus all new servos. So when my backup AI gave up the ghost last August, I actually got the KI-300 installed as a backup AI. That was before the KA-310 was certified. I kept the KI-256 in place and thus had some time flying KI-300 side-by-side with the old KI-256 summer, fall, winter and spring with no major complaints, overheating and otherwise before connecting it to the AP last week. We'll see where this goes. If King manages to have the KI-300 replace the 525a as well, I might end up with two KI-300's. If Garmin manages to have the G5 provide at least heading and heading bug information to the KFC200, a G5 might become the 525a replacement plus the backup for the KI-300. If ASPEN manages to connect the Evolution display such that it can replace both the KI-256 and the KI525a at the same time and connect to the KFC200 performing both functions at the same time, the KI-300 might get sidelined as the backup instrument. Or I might just buy a G5 as a (not connected) backup for either the KI-525a and the KI-300. Backup I want. I had my 256 fail once in IMC. It was an Angel Flight, my passengers had been in an airplane for the first time in their lives, and they didn't even notice their was a problem. But needless to say, that was with a backup in place... Juergen

Just got the KA-310 added to my panel yesterday and got it connected to my already existing KI-300. Test-flew the whole thing yesterday with one pattern in a hold and a coupled ILS approach. Works like a charm. Now, if any of my two vacuum pumps or the KI-256, which is the one and only remaining vacuum instrument in my panel, act up in any way or when it's time for the next annual, whichever comes first, it's bye-bye time for anything vacuum in my M20K-262. I will have a grin on my face for a couple of days just thinking about the lost pounds and the maintenance savings associated with this. Juergen

I have a KI-300 installed since March 2019. It replaced my SigmaTek backup AI. Works like a charm, I am a happy camper. For now, however, it is installed just outside of my six pack, replacing that Sigmatek backup-AI, not the primary KI-256. The reason is that the KA-310 autopilot adapter isn't available yet, hence no connection to my KFC-200 Autopilot/Flight Director. The somewhat cheaper Garmin G5 was NOT an option for me because the G5 does not offer any attitude interface for it to be connected to my KFC200 Autopilot / Flight Director. It would have worked if I would have replaced the entire autopilot system with a - surprise, surprise - Garmin model. Aspen didn't work for me either. The evolution seems to offer such an interface, but it looks to me like it explicitly requires a vacuum driven backup system or - surprise surprise - a second Aspen systsem. I on the other hand am still dreaming about getting rid of both of my vacuum pumps and everything that is connected to them. So I hope my primary AI will stay alive until the KA-310 becomes available. At that time, my KI-300 will be relocated to the top center of my six pack and take over from my KI256. Hope that helps...

With Avionics, Pitot Heat, TKS, landing lights, nav lights, strobe, cigar lighter charging ipad and stratus, it gets close. But that's not the main reason for the second ALT, of course. The reason is I am a scardy cat. Two alternators, two vacuum pumps, two ILS receivers, ...you get the picture. Juergen

Voltage regulator is what I meant, of course. Sorry for that. Right now I have the primary regulator at 13.1-13.2 and the secondary is as it came at 13.6-13.7. That appears to be working. If the primary regulator is adjusted to any point close to where the second one is, the green light starts flashing, back to 13.2 or so, and the green light goes back to steady. So, even though it's working now, I am still curious how this was meant to be... Juergen

Replacing the original alternator with a second Zeftronics 15300 didn't work. The Output Voltage on the15300 can't be adjusted, so now both alternators ar3e trying to adjust to 13.8-14.2 and are fighting for the load. Now I am guessing the idea behind this mod was to have the second 80Amps Alternator take the entire load as long as it is alive and kicking. That would make sense because the second alternator can chip in 10 more amps (80) than the original and can start chipping in at lower engine rpms because it's belt driven. Once it dies, the voltage will drop to whatever the voltage regulator of the original alternator has been adjusted to. That works now and we got rid of the dancing amps by adjusting this one to 13.1 Volts, but I am still not sure if this is how this solution is supposed to operate. If anyone has schematics / wiring diagrams / anything describing this modification, that would be greatly appreciated. Juergen

done.

Up to now I was just trying to find out if what I observe might be normal for that configuration. Now that I know it's not, let the troubleshooting begin...

I guess I am going to end replacing the Mooney original alternator controller with a second Zeftronics 15300 and yank out the separate OV in the process. That'll do it. Thanks much everyone Juergen

Yes, there are two separate regulators, the original one has a separate OV protector and is now regulating to 12.7V with dancing amps). The second one (Zeftronics R15300) includes OV protection and is working just fine at 14.4V). That being said, this means right now the second alternator takes all the load until it can't keep up. Only then the voltage will start dropping and at 12.7 the original alternator will start contributing. That doesn't sound right. I guess this means tossing the original regulator and OV protection will have get replaced both with just a second R15300.

Dear all, thanks for all your help. The Issue is fixed. Looks like my bird has been sitting in the hangar for too long at the time I bought it. It appears some gunk in the oil kept at least one of the valves from closing properly even after cleaning it. Now, a couple of grand for new valves AND a couple of oil changes later, the problem is gone. It turns out airplanes are made to fly, and sometimes flying is the best repair. Juergen

My M20K-231 has undergone a "Trophy" conversion including an engine upgrade... ...and a second alternator. Both alternators are feeding just one 14V battery. Has anyone an idea how these two alternators are supposed to share the load during regular operation and how the other one is supposed to keep the show going in case one of them does south? If I switch the original alternator off, all is fine, the second alternator keeps charging as expected. However. if I switch off the additional alternator, the system keeps working but voltage goes down from 14.4 to 12.7V at regular cruse rpm and charge/discharge amps start dancing around somewhere between plus and minus 40amps. I have no schematics for this STC, the STC provider (Mooney Mart) is not really responsive, and I'd like to find out if I have a problem or no. Can anyone help me out here? Juergen

I just had both turbo check valves replaced at my M20K-262, together with an oil- and oil filter change. Ameliorated a dripping-oil-from-the-exhaust problem, but did not completely resolve it. When I found another (smaller, I admit) paddle the next day, I was ready to puke.. My understanding is that every drop of oil going into the turbocharger must go through one of the two check valves to get there. Now I am looking at the "unlikely" issues: 1) new check valve bad on arrival 2) If these check valves would have been mounted incorrectly all along, chances are my mechanic would have done the same with the replacements. I am not talking things like "attached to the wrong oil line", I am thinking about a possible required mounting angle, geometrical distance from the turbocharger etc. Anybody had a similar experience? Anybody can provide a picture of correctly mounted (working) check valves in a 262? Thanks much for your help!!!