BravoWhiskey

I have a custom motorcycle... couldn't figure out what was wrong with the front brakes. Upon closer inspection I realized there were NO pads... just the cylinders eating into the brake disc. On the plane I am also having a small brake issue. The brakes take 3 seconds of continuos pressure to engage and 3 seconds of high power (1250rpm+) to release and start ground roll. Turns out there is some "jelly" type substance in the line that needs to be bled out.

This particular alternator is the devil. It seized up causing a belt to get chewed up, but the pulley spun freely on the ground. So we thought it was just a bad belt. Then the replacement belt flipped upside down. Again thought it was an belt issue, or alignment... it wasn't. The alternator had bad bearings causing it to seize up under load. So it was overhauled. Despite the overhaul the field is not working correctly (this issue being internal to the alternator and not a external wire issue) and the output being 95 vs 130 basically made a replacement the easiest decision for me. I hope to have this all wrapped up in another 2 weeks. I only have about 12 hrs on a fresh overhauled notor and I am itching to get some good trips booked.

This detail is helpful, thanks. And it seems to be the setup I have with the 130 and 70 amp alternators. The batteries (concorde) and voltage regulators were tested and all seem good. The 130amp alt seems to be the week link. The MSC is testing all of the systems to see if there is any other underlying issue that caused the alternator to go bad or if it just started to fail on its own.

I dont know the load of all the systems. But between G1000, AirCondition, TKS, Autopilot, non LED lighting, I wouldn't be surprised if it exceeded some standard draws. All that aside I am just trying to learn more about the plane. I was surprised that I had the one 130amp alternator. Either way, I'm having it replaced as I dont want to see this again when flying... it's a little uncomfortable.

@FoxMike you are correct. The documents for the Air Conditioner state the replacement of the dual 70amp with a 70 and 100amp and 20 amp backup... i think. @N201MKTurboIt was removed and sent out for testing. In my case i seem to have just the 130amp and the 20 amp backup. Not the other 70amp...

I have had an alternator issue I have been digging into and finally have some better understanding of why i was having an issue. My alternator should putting out 130amps... i was not understanding this. I knew there was the dual 70's, and the 100 main with 20 as backup. It seems I have 130 with 20 backup. Anyone else have this setup? I was unable to find this in any of the books. My alternator was "only" putting out 95amps. The alternator is being replaced now and making sure I have no other gremlins in there that caused the alternator to start failing.

I waited until after my Instrument ticket. That way I felt more knowledgeable about the capabilities of what I was getting myself into. Regarding the current market, i have owned the plane for a year and received an offer to purchase in the mail and a phone call... so the current conditions for me are favorable. And there's something satisfying about saying "she's not for sale"

I'd like 2600 or even 3100... but I'm low hours, so I'm just happy to have coverage at this point.

I completed part of my checkride at 39N

I am currently replacing a faulty alternator and flew the plane in EM mode. I Had enough to power system and charge batteries, but did not use O2,AC, or TKS... or lights. Having gone through 2 alt failures in flight I will now be doing a preflight test each time to make sure that backup is there if i need it again.

This is very disturbing and disappointing... grateful no one on the ground was injured by this recklessness.

25ish... but I have extensive hours on the phone with IA/A&P's!

The long bodies have an overweight chart as well. Designed for ferry permits but gives some valuable infor with being 115% over MTOW.... along with some post flight inspection recommendations.

I've used this before. Works well in my opinion although a little messy... use a spray bottle and go to town...

They were fine wire but not sure of make... replaced with massive.

I have a similar issue currently and just dropped the the plane off with a shop to troubleshoot shoot today. In my case I drop to negative amps when taxi/landing lights are on and need to reset the alt to get positive back. Once I have a diagnosis I will post to this thread.

New plugs... of all things i didnt expect that to be the problem. Ran smooth, 110 rpm drop on both sides.

Independent shop.

oh no doubt.

Both drop at the same time is what gets me. Meaning i didnt have one normal and one fail a few weeks ago.. this happened to both on Tuesday.

Overhauled with motor... 12 hrs ago.

I did a run up so I can do a short flight to a maintenance shop to troubleshoot my electrical gremlin that is causing a draw on me when i use taxi and landing lights. During the run up I had a severe mag drop of about 400rpm... for both. Cleaned plugs and checked for water in fule, all good but still the same drop. Mags are both fine... I'm at a loss... any thoughts experience or troubleshooting tips? I Could use the 2005 M20M GX AMM for Garmin if anyone has a digital copy they could share...

I also have a 2005 and my UL is 850 with FIKI and AC

I'll do another run and check the different voltage drops and resets after i turn alt switch off then back on. Somthing somewhere is tripping which is common with inrush current, right? But then the current seems to be stable after i turn the alt switch off then back on.

Alternator had siexed up twice causing one belt to break and the next one to flip over. Finally realized the alternator was bad so that was replaced.