geoffb

My old Hoskins strobe supply went poof when one of the big electrolytic caps failed. Started on the CB route and found a service manual planning on trying to replace all the electrolytics, but decided that was a bad idea. So, ended up ordering one of the new Whelen replacements that comes with the amphenol connectors and is supposed to be plug and play for the Hoskins. I've got the wingtip strobes running, but am having issues with the old Hoskins combination position/strobe on the tail. It will flash for a while, then the tube will ionize (steady glow in the tube) and then all flashing stops on all three tubes. If I turn on the nav lights, the tail strobe immediately ionizes and all flashing stops. I've reviewed all the Whelen documentation which tells you that you need to remove the shield ground at the strobe end and have done that. I had to do some experimenting to get the connections to the old tail strobe tube correct with regards to anode/cathode/trigger and believe I have that correct now. The only thing I can come up with is the old Hoskins nav light appears to ground the bulb through the housing so there's only 4 wires, anode, cathode, trigger and positive for the nav light. Looking at the Whelen documentation for their combination nav/strobe tail fixture they show 5 wires coming out including a wire for the negative connection to the nav light. Is the fact that the old nav light is grounded through the housing giving my strobe supply fits?

I wondered why I never took the key out of my mag switch. Now remembering the hanger key when I leave the house, that's another matter.

Breaker is getting old. The reason it trips in flight is because on battery power the system is running at 11.8-ish volts (depending on total load) and with the generator on line the system is probably running at 13.5-14.0 volts so the nav light circuit is getting 15-20% more current with the engine running.

If you think a Mooney is expensive, look at Beechcraft parts. That will change your perspective. I've owned a 66E for 11 years that has had crappy paint and interior since I bought it, but a solid airframe, a good engine, fresh tanks from Wet Wingologists and a working Brittain AP. My first two annuals were eye openers at $3k and $5k. Both were owner assist but I had some deferred/overlooked items that needed to be addressed. Once a knowledgeable Mooney IA goes through the plane you can get it up to snuff and then just need to keep it that way. I'll be the dissenting opinion and suggest that you can find a solid airplane in the $30s in this economy. It will take a lot of shopping and looking at planes that end up being a disappointment. They won't have modern avionics. But my plane, with dual VORs and a handheld GPS gets me where I need to go. Living in the NW, my utility is limited more by lack of deicing that it is by its avionics suite. 10,000 ft+ MEAs do that to you. I now work with an IA that does annuals in my hanger. I do all the work under his supervision and I trust his thorough inspections and second set of eyes. But they still cost $800-$1,000 depending on what I need to address. These planes are simply more work than a less complex, fixed gear single. It takes me about 6 hours to get it opened for annual and about 10 hours to put it back together following annual. Mooneys can be a pain to work on due to the tight engine install. Parts are not expensive, as far as airplanes go. The cost if the intake connector boot will piss you off since it doesn't seem to last that long. If I need a Mooney part, either my IA or LASAR can often provide used. The rate at which these planes are getting scrapped/parted is making used airframe stuff more attractive. One thing I didn't see mentioned is your mission. Mooneys are the most efficient cross country traveling airplanes for a pilot or pilot +1. If you have places to go and pay your own bills, all the data points to a 4 cylinder Mooney. No other comparable plane can be operated for the same costs. Look at old Bonanzas, Commanches and Arrows. The Bo and Commanche 250/260 can meet the speed at 30% more fuel burn and 6 cylinders to care for and higher maint costs. The Arrow is slower on the same fuel. But, if you just fly for fun around home and maybe will take a vacation trip now and then, there are cheaper things to fly than any complex single.

Another Ledgedale alumni. Growing up my father kept his stuff there. He was based there until about 2011 if I remember right.

That's a sweet setup. Wish you could get them in a short body that easy....

Brittain keeps servos on the shelf for exchange. They don't even hit you for the core charge as long as you return yours within 30 days. So why deal with downtime?

Thread resurrection because it's time to do something about my oil temp gauge in the Garwin 169 series cluster. A web search showed that Sigma Tek owns that product line. I contacted customer support and they told me they still manufacture the modules and the back plane. I just sent in the part number for my oil temp and fuel level gauges. I'll report when I get a quote. Hopefully new modules can be sourced at a reasonable price. Also, contacted Kelley Instrument, and they said they can service them. Geoff

Just ordered a rudder servo from Brittain yesterday. $169/exchange. Shipped from stock.

Put me down for one of each. short time lurker, first time poster. Geoff