David Lloyd

It appears your alternator and voltage regulator are working properly. Suspect is how the JPI 930 was installed. The shunt to measure the amp draw is normally in line between the alternator and main bus to measure alternator load. Mounted between the bus and battery will show battery charge or discharge. Two or three amps a few minutes after start is what the battery would draw, not the total amp load of the system. If you turn off your alternator (pull field breaker if not a separate switch) do you show a negative amps? If so, you need to find a competent mechanic or radio shop to review paperwork and what it takes to make it right.

You take it apart and you buy it. Worn cam or bad lifters and we can negotiate the price. But it isn't mine after someone else pulls off a cylinder.

Many years ago a friend left his E at an FBO. He returned, it was sitting in the same spot, he started the engine and the nose gear collapsed as soon as he began to taxi. He told me and I don't know this to be accurate but sounds probable; He left the parking brake on, they tried to move the airplane with a tug, pushed it backward and found the parking brake on, unhooked and left the airplane in place. The nose retract rods were bent when they attempted to push it back and the nose gear retracted as soon as the airplane moved. Would not have caught this in the preflight as the nose trunnion itself was not damaged until later. I can imagine something similar taking place with big chocks behind the mains and no parking brake. Prompted me to buy insurance on my C. Seems like the nose gear trunnion would have to have huge dents to collapse while being towed. Just wondering what happened.

Not normal. Could be the starter. Could be worn or high resistance contacts in the starter solenoid. Could be a loose are dirty connection. Not the alternator although the charging voltage is a bit low (albeit normal for an Interav conversion alternator). How old is that battery? Battery voltage at rest is not an accurate gauge as whether the battery is good.

A temporary load like keying the microphone or extending the gear will draw needed power from the battery while the maximum amps from the stand-by alternator is exceeded. Another good reason to keep a healthy battery in your plane. When considering a stand-by alternator, it is a safety device to assist you getting to a convenient airport for repair of the big alternator, not for flying around for a month awaiting repair. The Bo I fly occasionally has a B&C stand-by. Installation includes light that blinks when the stand-by load is exceeded. Pretty sure B&C has manuals on their website that describes use.

Why separate out hardware that will run off of the standby alternator. Not flying the space shuttle. Simply turn off what you don't need until the load is acceptable.

Somewhere, someone probably here said to buy your last plane first. I've owned airplanes 40 years including an RV7. Am selling that to buy another Mooney.

I built a Van's RV7. The kit comes with a big binder full of plans and instructions for the average person on how to build an airplane. There is a page or two about dealing with a heavy wing. Begin by going back and checking everything that may cause a heavy wing. Ailerons aligned properly? My right aileron sat 1/16" above the wing. When the hinge was redrilled the aileron had to be realigned using the tooling holes on the end rib. Are the flaps aligned with the ailerons? Not now, I moved the aileron! The wing tips line up with the aileron? Not now, I moved the aileron!@@##! Are the wheel pants in alignment? (do your gear doors close all the way). Are the horizontal stabilizers even with each other? Just like Van's, the Mooney instructions say start at the beginning and make certain everything is correct before evaluating and making changes. I have a spring loaded aileron trim. I can legally disconnect it and fly. You can't. Andy disconnected the aileron/rudder interlock and adjusted it to neutral and reassembled. I didn't fly it that way, just made certain the spring was neutral on centering the ailerons. Go fly. Is the ball in the center? You did check on the ground didn't you? Lots of sagging panel shock mounts. Not in center, fix it. Rudder tab. Once the plane flies with the ball in the center at normal cruise power, you can start evaluating a heavy wing. Until all that is done, you really don't know anything. My RV7, anything other than normal cruise power the ball is not in the center unless is step on the rudder. Climb power and speed, right rudder is needed. Pull power back for descent, left rudder. Never noticed the left rudder required on the Cherokees, Mooney or Bonanza. Maybe it was less pronounced.

Ross, congrats on your new plane. Looked real good in the pictures.

You will get TIS traffic displayed on the main screen with the Dynon transponder. For ADSB traffic and weather to display on the Dynon main screen you will need the Dynon ADSB receiver.

It has been and is now advertised for $62,500 on other sites. Suspect $42,500 is an error, call and see.

I had a 1965 C that was unstable on the landing rollout just like what you and Don Maxwell's 8 second ride describe. This was in 1980 before Al invented the internet and people could easily share information. Thought is was something I was doing. A Mooney shop replaced rod ends and the steering horn. Uh-uh. More grief followed. Things can get worse. Parts broke leaving me with no steering. I found the SB, showed it to the shop, ordered the spacer, installed and problem solved. Would roll out straight and where I wanted to go from that point on.

I was looking at the W&B for a Bonanza I owned and noticed an error. Started checking and found about 10 errors. Some were addition, subtraction and multiplication errors, a couple cases of adding a moment rather than subtracting. Guess it is easy to make those errors taking things out, putting others in. Some of that stuff was done back in the day before cheap calculators. In the end, you are the party responsible for your paperwork.

Previous listed planes, some simple, some old, I'm guessing a J-bar C model. Is it vintage or modern?

I need to read that 2 or 3 more times. Great answer!