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Hey Ed… expect that each alternator has its own VR voltage regulator… some installations have one device that contains two VRs in one box… adjusting the VR’s output is usually a simple procedure to follow… the 24V system charges near 28V… there is an upper limit that should be easy to look up for your collective systems… The fancy B&C alternator should have a booklet of info to go with it… possibly found in the POH. If not both the alternator and VR can be looked up on the BandC.com website. Battery, electronics, high and low voltage warnings… Look up the best charging voltage for your favorite batteries you have on board… if you are fortunate, you have a pair of Concordes back there… For maintenance, the Concordes charge between 28.0 and 28.8V… either way, charging at too high of a voltage is bad for battery health… PP thoughts only, not a mechanic… - a -

Probably yes… There is one manufacturer to go to, to find out… https://bandc.com And several other follow-up questions that will come to mind… https://mooneyspace.com/search/?q="Backup Alternator "&quick=1&updated_after=any&sortby=relevancy Best regards, -a-

Ron, Make the decision for yourself.... https://bandc.com Is the preferred supplier for back-up alternators around here... Skytec has been used by dozens, hundreds(?) of MSers... B&C probably makes a really good starter... but, you may be leading the charge...(?) +1 for getting the seals correct... We have a seals guy that is familiar with this challenge... @ bee-gee PP thoughts only, stuff I read around here... Best regards, -a-

The B&C is a good unit and is fairly easy to get a field approval for. B&C is very good to work with as well. https://bandc.com/product/bc410-standby-alternator-system-for-piper-pa32-cherokee-six-lance-and-saratoga-stc-pma/#controller-regulator

Anyone want to send THE guy an email and invite him to discuss the growing desire to add a B&C alternator to an IO360 mounted in a Mooney? I spoke with Nathan while I was out at KOSH, thinking of you guys... https://bandc.com/product-category/alternators/certified-alternators/standby-alternators/ Begin the grass roots campaign... Best regards, -a-

OK so there has been some talk about installing a backup alternator with people going full electronic instruments negating the need for a vacuum pump. I began looking into this since I am considering going with the AV030s to replace my AI and DG and eliminating the vacuum pump. B&C offers some systems STCd but not for the Mooney. I have not contacted them about it yet. I wonder if you could get field approvals for increased safety and it is a non required system? Anyone else out there besides B&C for standby alternator? https://bandc.com/product-category/alternators/certified-alternators/standby-alternators/

PITA because you have to drop the bottom cowl, at least on my C. Make sure they do a good job sealing up the baffle around it after installing. Consider a B&C starter - similar weight, supposedly more durable - you don’t want to have to do this again anytime soon. https://bandc.com/product/bc315-starter-stc-pma/

Hendrik, B&C seem to be the supplier of choice... Installed where the vac pump goes... The dual voltage regulator might be from Zeftronics... Fuzzy PP memories, not anything to rely on... I’ll see if I can find some threads... Best regards, -a- https://mooneyspace.com/search/?&q=BandC&search_and_or=or and... https://mooneyspace.com/search/?q=back-up alternator&sortby=relevancy&search_and_or=and

Doesn't have the switch, but lots of other things you will need. http://www.bandc.aero/alternator-system-accessories.aspx

In case this helps... Their website... http://www.bandc.aero/shearcouplings-2.aspx If you have gone all electric, the B&C alternator takes the place of the primary vac pump... The two battery system in the O has plenty of power to get you down if the primary Alternator quits... But if you are in icing conditions in IMC, and far from the next airport.... double up on every system that you can... PP thoughts only, Best regards, -a-

so after some more investigation around a standby alternator I get closer. BandC offers an alternator that can be used as a backup. Its certified up to 20 Amp but should do around 30 Amps at 2400 rpm (according to BandC). BandC also provides me with an 337 from and K Mooney that got a field approval for that. The second alternator has a separate voltage regulator that kicks in if the voltage goes below 12 Volt. The price for the alternator and the voltage regulator is around $2700 plus labor and paperwork for the 337. Not small money but I lost my alternator twice. First in Jeddah ( Saudi ) and some weeks ago in Reykjavik (Iceland). Each event has cost more than a single installation. One time the Alternator was dead and one time the clutch was gone. Does anyone already flying with second alternator in a K (TSIO360GB) and has real world experience? I will get my vacuum pump out and do not nee a T drive.

Sorry Marauder but the answer I can give is it doesn't need its own battery. As for the rest, my electrical knowledge is hopeless. Below is the link that I'm sure is the standby alternator fitted to my J. It just manages to fit the space where the vac pump was located. The unit was fitted by my aircraft engineer on the basis of the STC approval to PA32 type aircraft. Here in Australia an Engineering Order is obtained by the aircraft engineer from a CASA delegated engineer who specialises in issuing the EO based on information provided regarding aircraft type, the proposed addition, STC details and other information. Probably similar to your 337 field approvals. You will also notice via this link that a wiring diagram is available which hopefully should answer your questions. Victor http://www.bandc.aero/standbyalternatorandcontrollerforthepiperpa32cherokeesixlanceandsaratogastc-pma.aspx

Yes you can...theoretically! You will need to involve a DER to present proposal with drawings to FAA and obtain approvals. http://www.bandc.aero/standby-alternator-systems.aspx

Hendrik, There are a few Mooneys that have gone fully electronic over the years. They have removed their vacuum system and back-up vac system along the way. There is a back-up alternator that may/might be used that could/might be mounted where the original vacuum pump currently resides. One of the challenges of doing this change is getting all of the paperwork in order so the proper back-up AI is allowed to be a back-up device for the primary AI. Hopefully this gives you enough key words to be able to find some ideas that may exist already... Also look at this... http://www.bandc.aero/pdfs/quickfacts_bc410-h.pdf All stuff I learned on MS. Not my knowledge at all... Best regards, -a-

Info on the 20A backup alternator for IO-550 in Ovation: It is standard (required) on FIKI planes. Optional equipment otherwise. Manufacturer is B&C http://www.bandc.aero/index.aspx

B&C makes aircraft electrical components (and some other stuff). http://www.bandc.aero/lycomingstarter12v122ringgearteethstcpma-1.aspx I didn't realize they were STC'ed. Thanks, Yetti.

Alternator output is directly proportional to prop rpm, in a not so linear fashion. In my O, the alternator will provide so small of an output while taxiing (700rpm?) the red light comes on indicating low voltage condition. To get an actual answer for your alternator... The alternator company provides a chart for output vs rpm. You may have to include a pulley ratio in your calculation. somebody had posted this chart for their secondary alternator for their IO550 a few months ago. See: http://www.bandc.aero/pdfs/quickfacts_bc410-h.pdf From fuzzy memory, over 1000 rpm will get you some electricity, 1700 rpm will get you a lot more, 2000rpm get so much the battery will recharge.... So, yes, with the prop windmilling, you are generating electricity. Can you feel the braking effect when you downshift into 2700rpm? There is a lot of friction when compressing air molecules in the cylinders. They aren't just rotating pieces of metal... Also keep in mind that the vacuum pump will be working as well. Keep an eye on the vac gauge to be sure... Disabling the alternator should also show a 'technically measurable' effect of saving mechanical energy. This would require a torque vs output chart from the alternator company. We need to set up some Mooney glider races, don't invite Seth! (Seth has a Missile with a full feathering glider advantage) An engineer's PP thoughts, not a mechanic or CFI.... Best regards, -a-

For the Ovation with "20 amp" standby alternator, the available output varies with engine RPM. If you do need to use the standby alternator you should select the maximum available engine RPM. Those of you with the 2700 RPM STC gain a few amps compared to us 2500 RPM fellows. Alternator output versus Engine RPM for the IO-550: Note that the alternator mounted to the IO-550 accessory pad spins at 1.5 X the engine RPM. The diamond shaped data points are from the manufacturer. The dashed line is a best-fit polynomial. Reference: http://www.bandc.aero/pdfs/quickfacts_bc410-h.pdf

http://www.bandc.biz/standbyalternatorandcontrollerforcessna210stc-pma.aspx Standby alrernator installed on vaccum pump pad. Has been installed in the J.

I'd like to add an oil filter adapter to my C and see two choices, one from Casper Labs and one from B & C Specialty Products. Does anybody have any experience with either one of these units or any others that didn't come up in my search? Also not real sure if I should go with this upright style or with a horizontal type due to cowl clearance. Horizontal is twice as much $$. Links for each are below: http://www.chiefaircraft.com/aircraft/oil-system-filters/filter-conversion-kits/cl-1000a-stc.html http://www.bandc.biz/oilfilteradapter-stcpma.aspx Horizontal: http://www.chiefaircraft.com/aircraft/oil-system-filters/filter-conversion-kits/lyc-lw13743.html