My Alternator Just Quit! - Day 28 of The 31 Day Safer Pilot Challenge 2024
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- Опубликовано: 27 янв 2024
- Welcome to Day 28 of The 31 Day Safer Pilot Challenge 2024.
An emergency isn't an emergency if you are prepared for it.
As pilots it is critical to know your airplanes systems inside and out.
In this video Jason takes us through troubleshooting a real life emergency in flight!
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I’m an electrician and a student pilot. Good call giving a breaker one chance to stay closed. If a breaker pops there’s a reason.
28 for 28, Jason, with the circuit breaker popped, I don't think the cycling of the Alternator power switch shouldn't have any effect; it already has no power.
28 our of 28. Excellent video Jason! More than 30 years ago I was working on my instrument rating. It was a great VFR day. I was flying under the hood and flying a practice ILS approach with my flight instructor in a C-172. On final approach, it looked like I was doing an amazing job on the ILS approach. I was keeping the aircraft ILS localizer and glide slope needles perfectly centered, when I finally realized the red flag pop out on the VOR/ILS indicator shortly after I crossed the initial approach fix. There was no indication of charging on the alternator meter. It appears that the alternator had stopped charging some time during the flight. The battery powered everything up until I was on the final approach. We did not see that the alternator/battery was indicating a discharge earlier. Somehow we had not included it in our scan during this practice IFR flight. We abandoned the ILS practice approach and transitioned to a visual approach and landed. After landing we recycled the alternator switch, and tried to reset the circuit breaker, which popped out. I kept the aircraft running at idle and my flight instructor went inside the FBO to call KFCM tower to let them know we would be arriving VFR and would need light gun signals. We took off and flew back to KFCM. This was all a great learning day! Flying the aircraft with no electrical power for navigation or radios. As you readers know, aircraft engines can run off of the magnetos for spark. I can't remember if we keep the battery switch on and kept the flashing beacon on or not. As I remember, we chose not to use any power from the battery for radio communications and navigation. We did squawk 7600 and left the transponder on. But with the alternator not working and the battery no having any charge left, we were without any power for any electronics. I had to navigate back using pilotage. When we within 10 miles we flipped on the battery switch and tried the radio, but it was not working. We had to use light gun signals for communications once the tower saw us arriving within range. We landed uneventfully and even got light gun signals to taxi. Sometimes surprises like this can create an indellible memory. I have been a CFI-I for decades now and I still remember that experience and lessons that I learned from so many years ago.
28 for 28. Great job with being flexible with your video schedule and staying safe.
28 for 28! Roger That ! Thanks Jason !
28 for 28 These Videos Are awesome and very informative. Thank you Jason
Great video! Looks like it's time to print out a new Quick Reference guide, laminate it, and have a shop do a spiral binding. Much easier and safer than having pages fall out. We did this for both the Quick Reference (stored in the back seat) as well as the Pre-Flight checklist (stored in the console) and it's been really useful.
28 for 28. Great unscripted video! Thanks Jason!
Dude if this is not scripted you are the bomb. Good job, thanks
Even though alt#1 had plenty of power for your operations it would have been instructive to go over load shedding procedures. Many planes have much lower output alternators or older generators that have lower output, or a single alternator. If it fails it is important to have a good understanding of your aircraft systems so that you know which electrical items to turn off and which to leave on or turn off till needed. This can vary based on the exact scenario and considerations such as weather, redundant equipment in your aircraft and time of day. It would provide a good mental exercise to think through these type of scenarios on the ground to have a general plan during real flight. Just like the troubleshooting of smoke in the cockpit from and electrical source and trying to isolate the cause with the batter/master then individual breaker selections.
28 for 28. Another great video Jason.
28 for 28! Golly. Interesting video. Calm cool and collect. Thanks for the learning experience. Cheers!
28-4-28! Equipment failure at 5k feet… knowing how to manage that condition would help me keep my head in the game. Jason you do it so, “matter of factly” that it is inspiring!! Whew! Great video!👍🏼
28 4 28!
Amazing video, thanks! One thing that made me laugh out loud though. actually 2 things, "Electrical system likes electricity" I'm still giggling over that one and "I guess I'm down to 1 alternator" my first thought was that most of us fly around with 1 alternator. Keep up the great work and I'm really glad that you made this video and kept it authentic. Keep the blue side up.
Sometimes unscripted make for a great video. Fortunately, you in an airplane with redundant systems. I imagine MZ would have been a bit more exciting. Thanks again for sharing all your great content. You are making us pilot safer.
28 for 28: I have never had a circuit breaker pop on me before. It's nice to see this situation play out in the real world and see the appropriate response as it happens.
28 for 28! Thanks Jason!
Checking in for acountability to the rewatch you assiged on night 31. I asked about declaring in this case. I had forgotten it was alt 2 and not alt 1. Thanks Jason
28 of 28 great video. It shows things happen when you don't expect it.