Hank Posted July 5 Report Posted July 5 Hey, guys. Neither the Hi Volts nor Low Volts lights came on, and the Ammeter was centered. But 10 miles south of KSYI, the GPS reser itself twice, and keying the mic on Com2 also reset it. So I squawked 7600, hand cranked the gear down and eased her to the runway. While I was orbiting nearby and cranking, the transponder readout went dark. I'm guessing alternator failure. Turning the prop a bit to check the belt (tight) seemed to have more resistance than normal, which also makes me think the alternator is shot. Wonder why the lights didn't come on? Anyway, it's a holiday weekend, and Enterprise was nice enough to rent me a car home. When I return the airport courtesy car, I'll ask about a local A&P. Any preferences in this area? All recommendations gladly accepted. Its a 4 hour drive home, not too bad for a 1:12 flight up. Thanks, ya'll! Quote
0TreeLemur Posted July 5 Report Posted July 5 Hank- I could fly up and give you a ride back home if you want. I need to fly. Quote
N201MKTurbo Posted July 5 Report Posted July 5 It is almost always the field wires. Check that first. 4 Quote
Echo Posted July 5 Report Posted July 5 (edited) Sorry to hear that Hank. Nice job aviating and getting gear down and locked. How was that experience? Did it go smoothly? Edited July 5 by Echo Quote
Hank Posted July 6 Author Report Posted July 6 2 hours ago, Echo said: Sorry to hear that Hank. Nice job aviating and getting gear down and locked. How was that experience? Did it go smoothly? My passenger didn't freak out, but he did say later that he was afraid the engine would die, too. Then I reminded him of the magnetos, and he was, oh yeah, you told me that. I've done emergency extension in the air once (training) and on jacks once or twice. I remembered how it works (move lever, observe lack of green light; pull breaker; move side wall slider to engage the crank; unfold handle and start turning). But you have to pay attention to which way to turn the crank, i started the wrong way--push forward, not wind up towards your shoulder. My seat cushion interfered some with the cranking, and 50+ turns is a lot. Pattern was 1800, so I climbed a bit above it, holding ~100 mph and just extended the downwind until the floor indicator said "Gear Down" and was all green. Took a break around 40, then finished up and turned back to the airport. My biggest concern was a no radio landing at an unfamiliar field. I circled once to descend to pattern altitude, which left me on upwind, lowered flaps (they seemed to be slow), then the gear didn't go down. When I came back to land again with the gear down, I did see a plane ahead of me make a touch and go (saw him on final while I was on downwind, turned base after he passed me). Normal landing, taxi to parking, and two guys ran out of the FBO telling me that "everyone is looking for you, including the FAA." Hmmm, maybe the transponder set to 7600 didn't transmit? The display was lit up for almost 10 minutes before going dark, I dunno. So I called Flight Service, told them I'd landed safely and to close my flight plan. A few minutes later I had to disappoint a very nice city cop who showed up because Memphis Center had called the local 911 . . . She didn't get to make a heroic rescue of my already-parked airplane. But try finding a rental car in a small town on a holiday weekend! Two and a half hours later, we turned the courtesy car back in, which they loaned us after we made a reservation on the phone . . . . The drive home (~4:46) wasn't nearly as fun as the flight up (~1.5 including the extra gear-lowering and returning to the airport time). I'll call back on Monday morning and talk to the on-field A&P. Right now, I'm just tired. I'd like a cold adult beverage, but it would just put me to sleep. I much prefer the boring flights, here to there and back again, no stress, no excitement. Keeping level altitude and constant airspeed while cranking on the sidewall is all but impossible, so I added a buffer to both and flew as straight and level as possible while cranking. 1 1 Quote
Fly Boomer Posted July 6 Report Posted July 6 9 hours ago, Hank said: Keeping level altitude and constant airspeed while cranking on the sidewall is all but impossible, so I added a buffer to both and flew as straight and level as possible while cranking. Nice work. 1 Quote
cliffy Posted July 6 Report Posted July 6 YUP Nice professional quality work Just the way it should be for a well trained disciplined pilot! Tip of the hat to you As noted check the field wires on the back of the alternator first. 1 Quote
1980Mooney Posted July 6 Report Posted July 6 (edited) 22 hours ago, Hank said: Hey, guys. Neither the Hi Volts nor Low Volts lights came on, and the Ammeter was centered. But 10 miles south of KSYI, the GPS reser itself twice, and keying the mic on Com2 also reset it. So I squawked 7600, hand cranked the gear down and eased her to the runway. While I was orbiting nearby and cranking, the transponder readout went dark. I'm guessing alternator failure. Turning the prop a bit to check the belt (tight) seemed to have more resistance than normal, which also makes me think the alternator is shot. Wonder why the lights didn't come on? 22 hours ago, N201MKTurbo said: It is almost always the field wires. Check that first. 26 minutes ago, cliffy said: As noted check the field wires on the back of the alternator first. I agree that it is usually the field wire on the alternator that vibrates/fatigues loose. That happened to me over desolate West Texas/Eastern New Mexico about 25 years ago. But something doesn't make sense. If that happened or alternator failure of any kind happened - then first, the Ammeter would start pegging to the left with a constant drain on the battery. Then the Low Volts light would come on as the battery voltage dropped with the power draw. Those indications on the panel normally gives the pilot time to shut down unnecessary Nav/Comms, lights, etc. and conserve battery power. But you say the Ammeter was centered which means no draw on the battery. And that your Nav/Comms reset/restarted a couple times which meant they experienced complete loss of power (not just low volts). Could it be related to the Main power solenoid - either the solenoid or the main power switch on the panel or the wiring to it? Edited July 6 by 1980Mooney Quote
Fly Boomer Posted July 6 Report Posted July 6 1 hour ago, 1980Mooney said: But you say the Ammeter was centered which means no draw on the battery. Let's see if one of our more electrically-minded members can comment on this. I don't think all Mooney ammeters are wired the same. Quote
AndreiC Posted July 7 Report Posted July 7 Or another explanation… on my plane the ammeter is the only piece of equipment that is inop. It is not required for flight, and so far I did not choose to repair since I have the JPI EDM which will alert me of low voltage. 1 Quote
Pinecone Posted July 7 Report Posted July 7 On 7/6/2025 at 12:16 PM, Fly Boomer said: Let's see if one of our more electrically-minded members can comment on this. I don't think all Mooney ammeters are wired the same. Since he said it was centered, I suspect it is an ammeter, showing + (charging) or - (discharging) from 0 in the center. Yes, some aircraft have load meters that just show the amp draw from the alternator. So if they read 0, you have no alternator output. As the voltage gets low, avionics may experience voltage low enough that they reset. Then when it gets lower, they just turn off. Quote
Hank Posted July 7 Author Report Posted July 7 On 7/5/2025 at 11:50 AM, N201MKTurbo said: It is almost always the field wires. Check that first. Ding! Ding! Ding! Winner, winner, chicken dinner! This was the issue, now fixed. 6 Quote
MikeOH Posted July 7 Report Posted July 7 @Hank Glad it was the easy fix! Curious was it a loose terminal, broken/frayed wire, or failed crimp connection? Quote
Hank Posted July 7 Author Report Posted July 7 12 minutes ago, MikeOH said: @Hank Glad it was the easy fix! Curious was it a loose terminal, broken/frayed wire, or failed crimp connection? The mechanic said "wire broken at the alternator." I haven't seen it yet, need to get back up there. 1 Quote
hammdo Posted July 7 Report Posted July 7 Has happened to mine a few times, I now carry aviation grade ring terminals and wire crimper with me. In a spot, the ones from AutoZone will get you home… -Don 3 1 Quote
Fly Boomer Posted July 7 Report Posted July 7 30 minutes ago, hammdo said: Has happened to mine a few times, I now carry aviation grade ring terminals and wire crimper with me. In a spot, the ones from AutoZone will get you home… -Don What do AP/IA types like for connectors and crimpers? My collection of connectors are mostly automotive, and my crimpers are crap. I am no longer interested in hurting my hands trying to get a good crimp, and I think the connectors and crimpers often go together. Quote
hammdo Posted July 7 Report Posted July 7 A good ratcheting crimper, and nylon ring terminals - aircraft spruce has them. I get an assortment of ring terminals. The ‘best’ ratcheting crimper go from $200-$400. I get a ‘good enough’ one from Amazon for about $30: https://www.amazon.com/dp/B07GFLWKTT?ref=ppx_yo2ov_dt_b_fed_asin_title BTW, this is a repair you as owner/operator can do - make sure to log it - also with the parts/terminals used. -Don 1 Quote
MikeOH Posted July 7 Report Posted July 7 16 minutes ago, hammdo said: BTW, this is a repair you as owner/operator can do - make sure to log it - also with the parts/terminals used. Do you have a part 43 reference for that? Or, is it relying on the Coleal LOI? Quote
hammdo Posted July 7 Report Posted July 7 Yep part 43 and my local FIDO said it was valid repair by me… ‘Per CFR 14 Part 43, Appendix A, Subpart C and AC 43.13-2B’… then list work done and parts used. Also, note confirmation of testing fix AND maintenance flight test. https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentid/74417 AC 43.13-2B -Don Quote
N201MKTurbo Posted July 7 Report Posted July 7 3 hours ago, Hank said: Ding! Ding! Ding! Winner, winner, chicken dinner! This was the issue, now fixed. Now that you have it working, you should figure why your low volts light didn’t light. 2 Quote
Ragsf15e Posted July 7 Report Posted July 7 28 minutes ago, N201MKTurbo said: Now that you have it working, you should figure why your low volts light didn’t light. And what your ammeter is telling you… look at it on the ground with the engine off and avionics on? 1 Quote
DXB Posted July 7 Report Posted July 7 4 hours ago, Hank said: Ding! Ding! Ding! Winner, winner, chicken dinner! This was the issue, now fixed. I too am a member of this faux alternator failure club. Luckily mine happened a bit closer to home. Quote
MikeOH Posted July 7 Report Posted July 7 2 hours ago, hammdo said: Yep part 43 and my local FIDO said it was valid repair by me… ‘Per CFR 14 Part 43, Appendix A, Subpart C and AC 43.13-2B’… then list work done and parts used. Also, note confirmation of testing fix AND maintenance flight test. https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentid/74417 AC 43.13-2B -Don Hmm, not trying to be difficult as I'm genuinely curious, but I don't see that repair listed in Part 43, Appendix A, subparagraph c. AC 43.13-2B just describes 'Acceptable Methods' not who is authorized to perform repairs. The reason I ask is I would love to make this kind of repair and properly log it. My concern is, once I've logged it, some anal IA at a future annual may tell me it's invalid as I am NOT an A&P. I want to be able to point at 'chapter and verse'...one can try and use the Coleal LOI but that one is subjective and an anal IA could still give me grief! @kortopates Your thoughts, please? Quote
hammdo Posted July 7 Report Posted July 7 ‘Fix landing light wiring’ is an example of the type of repair - then Coleal ruling states that the list in preventative maintenance are actually examples… My FSDO said on the phone my entry was perfect when I sent it to them… -Don 2 Quote
Recommended Posts
Join the conversation
You can post now and register later. If you have an account, sign in now to post with your account.