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Many Mooney’s are wired with an amp meter to indicate exactly how @1980Mooney said. It’s indicating amps going TO the battery when positive, FROM the battery when negative. However, you have to be careful because some are wired as a loadmeter which shows the total load on the system. My 252 has a loadmeter for each alternator and one for the bus. So I see positive amps from the alt and maybe the bus has a couple less amps (also possible) showing, the “lost” amps are charging the battery. To be clear, I bet the OP is showing an amp meter as 1980 indcated, but you should carefully refer to the electrical diagram. I’m not too good at electrical, so I usually ask @PT20J or @EricJ!

I’m hoping that the mx shop simply allowed the batteries to be depleted. Though the engine started strong, I noticed that a picture I took 15 minutes after the one above, showed 16 amps. I’ll have to go back out to the airport…I left the airplane on a trickle charger.

Two batteries, and they’re both about 18 months old. The oil pressure is why I took the photo.

Pilot range extender?

I like the mini Venturi idea. It looks pretty ancient. Any idea what a Venturi that small could be used for, though? It would be really interesting to see what is on the back of it.

Maybe it’s a: 1. Automatic landing gear extender 2. ice detector 3. Angle of attack detector 4. Mini venturi

Deer whistle?

That sure is a nice one. I would take it off and paint it.

Negative amps means battery discharge. Positive amps means charging the battery. You have 2 batteries wired in parallel in the tail with the Missile conversion. I think that you have one of the batteries bad in parallel. As @skykrawler said it should show zero amps in cruise after your batteries charge back up following start. If one battery in parallel has a bad cell and a low voltage it will cause the regulator to try to charge and to continue charging both batteries. But you didn’t notice classic weak battery on starting because the good battery has enough amps to turn the starter normally. Failing Batteries wired in Parallel are harder to diagnose. You need to pull the battery box from the tail (no small task with that Missile mod - you should have a custom battery board to slide it) and do a load test on each battery individually.

Does anyone know where the gear warn tone generator might be located on a Ovation/Eagle? My gear warn seems to not work. Stall works though headset. In the schematics I see a sonalert on some of them. Still tracing. I see something by the copilot below the panel. I have the Radio Shack stall speaker installed.

You’ll still want to troubleshoot it, even if it’s adjustable. Just in case you have a bad connection somewhere, you might be able to cover it up by turning up the vr, but just masking the problem. I want to say there’s a troubleshooting guide on the plane power website.

Yesterday I began instructing a new Mooney owner in his 67 C model. The plane has an externally mounted “thing” on the left cowl about 3’ aft of the propeller. I don’t recognize it. Any idea what it is?

Looks like I have a plane power 10-1050-1 alternator and a plane power r1224 VR that were both installed in 2021. I need to do some reading on what I can configure.

Yeah I think they are a little worn. Where can I order the rod ends. New to the plane so trying to figure out who has parts

I have a new aviation friend and mentor (he's on this forum) and he is nearly finished with his complete restoration of a Pitts with an NX tail number. I can't wait to show him this and call him an "amateur"!

Of course, G5 or GI275 are backup´s, but they are similar. Therefore I prefer quite a "wild mix" of instruments/systems. As mentioned earlier, I am planning a panel upgrade, but I am still not sure how to do it. As the GFC 500 seems to be the way I need to go for a modern, capable A/P, I am not quite sure how to upgrade my panel. I really like my Aspen... I heared, that Garmin is in the process to think about making it possible to use the GFC 500 together with the Aspen... this would be my dream coexistence in my cockpit. If not, I need to continue saving money and find another solution ;-) ! Problem is limited space on the panel, But maybe a (used) G500 with GDU 620 could solve this problem... here a idea of a new panel:Panel M20E Entwurf 29.10.2025.pdfPanel M20E Entwurf 29.10.2025.pdfPanel M20E Entwurf 29.10.2025.pdf

How old is the battery? Maybe it’s legit recharge attempt on a failing battery? whats going on with oil pressure?

If the shop ran the battery down a bit the system will have to charge. What was the bus voltage before starting the engine. The Garmin 275 pilots guide is not informative as to the meaning of the battery amp indication. If the alternator is working correctly there should be no current pulled from the battery except during load transients. If the alternator is not working the battery will be providing the current - but the bus voltage would go down fairly rapidly. You can pull the alternator field breaker and watch the battery amp indicator to see what happens. If the battery amp go higher it tells you something.

I’m wondering if anybody has any insight into a drastic change I recently noticed in my battery amperage indication on the GI 275 Engine Monitor. The airplane just came out of the shop for some comm wiring issues and to recalibrate the CiES fuel senders. Normally, I see 1 to 3 amps, but for this 40 minute flight I was seeing 16-24 amps. Just to be clear, the 24a is what’s being pulled from the battery, correct? The battery voltage during this last flight was 13.4v.

Since the passing of Freddb34, can the status be changed, instead of verified member, supporter…….maybe “gone west”?

I won’t speculate as to the cause of this crash. I am quite sad about the whole thing.

Afraid I don't have a grain of salt small enough for this... --Up.

I am more concerned with the fact that it does not look like the plane was climbing. He gained no altitude in 30 seconds of ADSB data.

Probable cause in one day with no reference of his data source which indicates the engine was making full power at impact?

There is another and very useful reason for the 7th probe and in particular high DA takeoffs as described in the AFM.