Arthur

Examining the light jacket the zipper metal end is gone and the teeth are apart at the same distance as the marks on the hull. The jacket is so light that it didn’t stop the door from closing or create any excessive noise. She just mentioned to me when she opened the door. Thanks again

Absolutely correct. My wife’s grey light weight jacket was caught in the lower corner of the door during the flight. In never crossed my mind when she told me the jacket was caught in the door. Thanks

On a flight from KCQX to KRMI 10,000 ft. At some point my wife asked did I hear a noise. I hadn’t. Landed at Rocky Mount and left the plane to be refueled.. on returning to the plane I noticed this damage just aft of the door. Black smudges that would not rub off and a chip of paint gone. There is no physical damage to the hull. I cannot say if the damage happened during the flight or on the ground during refueling. Opinion of a couple of people is tha this might be caused by some type of electric discharge. Any thoughts? https://share.icloud.com/photos/030Fay8B0Yc8R99gqewODjSmw

I have a KFC 200 autopilot with a KI256 Flight director. Cruising along in altitude hold, for no detectable reason, my gnarled will start hopping and the plane will try to follow. Result pitch up down up down. Turn ALT OFF THEN ON, issue stops, some time for hours Flight director problem or brain problem?

Please

I had the exact same problem in November. Pitch servo has been in avionics shop (well known for King Auto pilot repair) since Feb. They can’t seem to find the problem. Servo works but under load draws too much current and overheats. My servo is the KS270-065-0027-04 Not the upgraded K207A. Difficult to find a servo under $3000

Any one have one to sell?

First I was reading the meter wrong. Second I removed the in line fuse and the draw dropped to zero. Third I will have to find the exact culprit, but at least I can fly again without disconnecting the battery ground after every flight. Thanks again to all.

First I’d like to thank everyone for their response. I still haven’t figured out the problem, but I did find a floating switch behind the panel and I have the fuel flow system referred to in some replies. This has been like this since I bought the plane 3 years ago and never had a problem even if I didn’t fly to 2 or 3 weeks. At the present time I have found a 9.Mili amp parasitic drain no matter what I do. All switches off. All breakers off doesn’t change anything. I’m going to try mounting the found switch and remove the dalton clock to see if that changes the draw. Does anyone know what an acceptable parasitic draw would be?

The starter was rebuilt in December at engine overhaul The repair on the starter stated found screw attaching the fields to the battery post was loose. The battery exchange was started when another mechanic tested the original battery trying to diagnose the starter problem and said it tested at 56%. I now have the envious task of finding the leak that ran this battery down in 8 days will all switches off.

Another little tip I’ve used is a quick glance through the pilot side window to determine height above touch down.

On further tests this morning I am now the proud owner of a fully charged battery with reverse polarity.

1 New battery placed in aircraft 2 Starter would not turn over. 3 starter removed and failed test sent for warranty repair. 4.battery was tested for voltage and load at this time. 5. Decided to have pitot static test while waiting for starter return 7 days after battery installed 6. Battery would not supply power to transponder for test 7. Battery removed and charged by mechanic overnight. 8. mechanic said battery would not charge and would not operate his tester.. He demonstrated the tester on two other batteries and it worked properly. 9.Took battery and after leaving I decided to test on multi meter. Showed -12.5 10 . Talked to person who did the pitot test. He didn’t believe reversed polarity. Used his multimeter and got the same result. 11. based on my search and. Comments below I now believe the mechanic accidentally reversed the positive leads on his charger. 12 Still doesn’t explain how or why battery discharged. Master off and all other switches as well.

Replaced the ships battery with the Concorde RG 35AXC. Eight days later when the pitot static test was to be done the battery was dead flat.There was no activity for the plane and the master was off as was the interior light. Mechanic charged over night and tested no charge. Two separate multimeter tests revealed reverse polarity 12.5 Volts. Any thoughts? Their warranty procedure is a real pain.

Any one replace their KFC 200 with Aerocruze 230? If so would like to hear any view on the subject.

Is the connector attaching the wires to the gague a simple pull out or is there an additional fitting securing the plastic fitting in? Anyone with actual experience please.

Thanks

Thanks CLARENCE

Thanks

Any one with similar situation. Reputable maintenance shop, but with no M20K experience. What would be a reasonable number of labor hours for removal of engine and prop, reinstall after major overhaul. Aircraft has turboplus intercooler and Merlyn waste gate.

Thanks Jim. This is the set up after engine install after major overhaul. The A/P is doing the set up. I am 1500 miles away waiting to retrieve my aircraft. He is following the turboplus set up requirements. After a second conversation have affirmed fuel pressures fuel flow and he states if he advances the throttle past the 38 “ momenterally he gets an increase of the rpm above 2510, but this would cause an overboost according to the turboplus reduction in MP required by ambient temp. Will be at the aircraft next Monday to fast taxi etc.

Oh the tack is digital.

Yes, the governor was overhauled as well as the prop. This is a 3 bladed mt-propellor and the hub was sent to Germany for an ad that was never explained to me. They are closed till the 4th of January for Christmas.

I have a tsio360lb7 with a turbo plus intercooler and a Merlin waste gate. The engine is being set up after a major overhaul. The mechanic is using the turbo plus settings for upper end lower deck pressures and advancing the throttle to 38 inches based on the turbo plus chart for temp with the aircraft not moving. The rpm only reaches 2510. He has consulted turboplus, merlyn and a well know Mooney mechanic. The only suggestion he has had is the rpm will increase when the aircraft is moving. I have paid more attention to the manifold pressure than the rpm, but I seem to think in the past the rpm settled at 2650 not 2700 at take off. Does the set up require 2700 rpm and if so what do you change to get it?