In-flight alternator failure in the PA28 over Essex UK
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- Опубліковано 12 жов 2016
- The Flying Reporter suffers an alternator failure in the PA28 while flying from Biggin Hill to Duxford. The alternator is the device that charges the aircraft's battery, and without it the on-board electrical systems will fail once the battery has discharged. This isn't an emergency, because the aircraft can continue to fly safely with a flat battery. It can be inconvenient though, because radios, navigation equipment, the aircraft intercom and some instruments will stop working.
When faced with this incident, I prepared for worse-case scenarios, and pondered on whether it was just a part failure, or whether there was a more serious electrical problem. As it turned out, this was just a simple part failure, and the aircraft was returned to service the following week.
This was my first time, in 2 years flying this aircraft that a system has failed on me. The aircraft is very well looked after and expertly maintained. It also undergoes regular statutory maintenance checks. It was just unlucky that the alternator failed on this day.
A big thanks to Southend Radar, Biggin Hill ATC, and Biggin Hill airport fire & rescue service. Even though this was not an emergency and I had not declared one, they afforded my flight priority over other regular traffic, and mobilised the airport fire service as a precaution.
Read more: www.jonhunt.net/2016/10/video-...
Facebook: / theflyingreporter
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The Only Girl, Silent Partner
Plastic or paper, Wes Hutchinson
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Indeed, it's very reassuring for low-hours pilots to see others make any mistakes. Even the "say again reporting instructions" reassures one that you're not the only one who missed a transmission from the ATC and have to ask them again - that's kind of learning what's acceptable and what's not and that safety comes before any self-imposed over-politeness.
You demonstrate a refreshingly high standard of flying for a PPL. Thank you for making these videos as not only do they reassure others who make mistakes (who doesn't) but they demonstrate a standard of airmanship that others can emulate. Good work!
Appreciate that Owen, thank you.
That's what makes you a great Pilot in my eyes, sharing videos of flights where you had problems, questioning your decisions even tho you were having to make decisions whilst flying. For me this video showed and will help Pilots how to cope should this happen to them, and again the professional respect that is shown between Pilots and ATC, they helped you in so many ways which of course is a reassurance when dealing with an issue. I really loved your comment about the Fire Service following you, "It's good practice for them".
Having only just found your channel I will be promoting it to my family and friends. Many Thanks from Stewart in Golcar Huddersfield. 🛩
Thanks Stewart, for your kind comments.
Nice job, I too had a total Alternator failure last week in the SR22 and I handled it as an emergency just because I had so many faulty indications that I thought there was a serious possibility of fire. I was on the ground from 9,000 in about 7 minutes.
Gosh Niko... That's an emergency descent. I can imagine your panel would have been alive!
I way watched this one. Niko, you certainly did the right thing. If I’m not mistaken it was arching and could have caught fire anytime.
First time viewing your channel after experiencing my first alt. inop. situation during my training mere hours ago. I've been through a few alt. inop. videos now, just to see how other people handle this situation. It's very interesting what a little bit of pressure does to people; you forget procedures, disregard logical options and with a muddled mind people just find it hard to take their time. Thankfully I had an instructor with me to assist. What we did was pulled out the aircraft flight manual, section 3 (PA-28 also) and started the checklist while turning back to the field 7nm behind. We didn't notify ATC of the situation. We turned off some lights, but our radios and transponder remained on. Made it back safely.
So thank you for providing this very well put together video; Production quality is top-notch. I really enjoy seeing, as you said, warts-and-all style videos for they are the ones we all learn so much from. It's also an important culture to foster in aviation, because at its worst, the legislation is written in blood. At its best, it's videos and discussions like these that we are all the better for, as pilots. Well done to you, nicely handled.
+Dion Caramalis thanks. One of the biggest learning points for me was the human factor. I had another emergency not long after this one; and handled it more logically.
Another great video. As a student flying from Popham I find these endlessly useful. I really like the fact that you don't just focus on the 'nice' stuff. Interesting and informative, thanks again. Looking forward to the next one.
+Dave Colgate people regularly tell me that they appreciate me showing the good, the bad and the ugly.
A learning moment for us all. Both of you’ll handled it very calmly that is commendable.
As a long time admirer of your videos, I thought you handled this very well. It's always easy watching with a brew to over analyse but having been there, I know exactly how you felt! It's great that you take time to do these videos, I think the wider GA flying community could learn a great deal from them. As a side issue, I thought both controllers were super, especially at Southend.
Keep them coming!
Thanks, yes, the controllers were great. Definitely took the pressure off.
Watching the video I honestly felt the pressure of that landing. Pumped the heart beat and thank you for uploading such nice videos.
Another valuable lesson learned for many of us who don't get to practice this in real life. Many thanks for your excellent videos.
a pleasure Matt.
its nice to see how calm everyone is and how helpful the atc was
Agreed. Everyone was so helpful.
You videos are some of the most informative for student (and experienced!) pilots - thanks so much!
Thanks Andrew.
Just working towards my PPL now - 26 hours in. I must say, your channel is an incredibly useful resource. There is a lot of value in being self critical and evaluating your performance flight by flight, not only for your own development but for your viewers to learn from as well. Thanks so much for sharing your experiences!
Appreciate the comments Michael. Good luck with the rest of the training.
brilliant video and insight thank you
I once had a complete electrical failure (incidentally, in a PA28) while IFR, IMC, flying above a cold front overcast. Everything electrical in the airplane, all COMMs and NAVs, etc, wend cold dark without a warning. Mind you, this was many years before we all flew with GPS and tablets. Flying was all VOR, ADF and ILS. As luck would have it, I just happened to have borrowed a friend's portable NAV/COM (an Icom IC-A20) because I was interested in a back-up radio wand wanted to do a few real-world tests with the radio. Through that one portable, ATC vectored me down through the overcast and to a VFR field. I'm well aware that ATC and that portable save my life that day. I purchased a portable within that same week and never, ever flew without it since. A few weeks later, that very airplane ended up burning itself completely just moments after landing, with another pilot. R.I.P. November Zulu Papa.
Here is the airplane on happier days:
tinyurl.com/NZP-with-HKO
It appears to be rather complicated and costly to get permission to carry and use a handheld radio with you in the plane here in Germany...
From what I read, though, many pilots just keep one in the plane without a permit. Might be worth it.
I didn't even realise portable VORs are a thing. That sounds like a must-have for IFR flight.
@@Yotanido Oh yes, before portable GPS was a thing, those portable VHF transceivers with VOR capability were very popular. Even today they provide yet another level of navigation redundancy should all else fail. They have different VOR operating modes, as direct-TO, direct-FROM and fee OBS setting, presenting the pilot the resulting CDI displacement. All in a small handheld. Very cool feature, very reassuring to have on-board.
Nicely handled Jon, that would have been a stressful situation for you. The commentary is great - really helps understand your thinking as events unfolded, made my palms sweaty just watching. Glad you're back safe on terra firma mate.
Fly Digital thanks Stefan. It was an interesting experience,
We had an electrical failure flying over the channel last week so I know the feeling!! Thought you handled it brilliantly, great having the ability to watch back later on and analyse. Well down again :)
Gosh, I wouldn't want that to happen over the channel. Thanks for the comment.
Excellent video and well handled. I had an alternator failure in a TB9 on a flight from Ipswich to Biggin many years ago and your experience is pretty identical to mine though I didn't have a spare radio. But switched off all non essential electrics and made it back with just enough battery to keep one radio working and had a similar reception when I landed. Good to see them play safe.
Well done, my friend!!!
Excellent video, really loving your 2016 content that I've just stumbled upon. Real top notch stuff. You handled this emergency very well indeed, well done!
+Rob S thanks Rob.
Well handled and good decision making Jon. Spotted the fault in good time and landed safely.
thanks daniel.
This was a good learning experience for me às we were discussing alternator failures
Cool calm and collective John, I felt as though I was in the plane with you both, and felt very reassured, glad to see all was okay.
+C42Microlightflyer cheers.
Thanks, very useful vicarious learning experience.
Hi
Great video.
The only BUT, I think you should declare PAN PAN PAN, I did on my alt failure. In my case 60A fuse has burned itself to pieces with smoke in cockpit, but no fire and smoke diapered, i was lucky enough to be only few miles north of EGHR shortly after take off, so quick 180 and land on nearest rwy.
Happy landings!!!
Well done..I had loss of engine power whilst taking off at about 500 feet. I think when you look at back at these situations there are always things we can learn from them and this was a great video. I think you handle it really well.
Thanks Rasa.
Had a voltage regulator wiring issue in our 182 recently...twice in a month. Bad, old wiring, but all fixed up now. Always happens at the most inconvenient time, when planning a fun flight, but both times had by good fortune just left my home airport. Voltage had checked out fine during runup, too. Just focus and fly the airplane, eh? Like you, I always carry a hand-held radio. I enjoy your videos...thanks for taking the time to produce them.
Thanks John. Glad you found the faults.
Nice of you to give Waldo a ride!
Phew, warts and all as you say! Great to see how everything comes together in such a situation. Hats off to you and the controllers. The system works!
It certainly does.
Very well handled, excellent video.
Thanks Anthony.
Brilliantly handled. I agree that returning to Biggin in those circumstances is exactly what I would have done too. And that’s with the stress-less view point from my armchair, not under situational pressure as you were. I would add though that if fire were seriously believed to be a real possibility, then nearest airfield (or patch of flat ground for that matter) would be the best option in my opinion.
Another great, educational video. Thank you, Jon.
A very informative and interesting video. Lots of food for thought in this and I really appreciate you posting it. Well done!
+Steve Roberts thanks for watching Steve.
Incredible experience, thanks for sharing. I really underestimated the gravity of a failed alternator
+Peter Ellison thanks Peter. Not a huge problem if VFR and just a standard failure. A bigger problem if you're in the clouds or its a more serious electrical problem.
Since I've started watching your channel I've started looking at options for working towards pursuing a PPL again. I've actually done a trial flight in a PA28 from Biggin, so It's nice to see familiar scenes as well! Definitely a fan!
That's great. Go for it!
Thanks for sharing
Reassuring to know that the engine gets it's spark from a good old-fashioned magneto - nice and simple. Great video.
+Us and Them yep...that's a great comfort for sure!! Thanks.
Well handled. I have had 3 of these they are no drama whatsoever in vfr. The key thing is to notice the alternator failure when it happens so as to manage your battery life. Which you did . I once flew for 2 hours over the kalahari after shutting the alternator down because it was over-charging. By switching off the battery as well I had plenty left when I needed the radio for controlled airspace. One of the most peaceful and relaxing flights I have had. IFR different kettle of fish, you need an approach or cloud break at the first opportunity.
had an alternator failure on my skills test inside of wattisham matz, was interesting finishing the test with a flapless landing
Great job and good learning! 👏🏻👏🏻
+Paul Buckley thanks Paul.
Fantastic video and great learning for me as a newly qualified PPL, thought you handled very well!
Really enjoy your channel keep it up. Stuart
+Stuart McInally thanks Stuart.
I think I would've panicked after you said "we may catch fire" but Alistair was fairly calm considering. You looked extremely calm on the surface, I know how it feels to want the best from yourself and that is all good and well because clearly you have pride in your flying 👍 Well done for that 👍
Good job! Defiantly the right call.
thanks.
Going to send this clip to my PPL fellow students. Big thanks!
+Olof Karlsson pleasure Olof.
Great Job on handling the in-flight equipment failure! I think we all feel the pressure on having people watching the landing. // Excellent job on the video production I loved the commentary on your thought process.
+Charles Snipes thanks Charles. Your comment is appreciated.
Wow, I felt anxious for you guys even though I have seen later video's thus knew you were fine.
It was an interesting flight!
This was good to watch and learn from as a pilot, thanks. I think you handled it very well. Maybe just be more reassuring to your passenger like you say.
As ever, extremely useful for a pre-solo student like me; thank you!
Thank you. Keep flying.. solo soon?
The Flying Reporter Would have done it around now but had a crump on my motorbike and am nursing a broken arm. Studying and watching your vids is keeping my mind in the zone though, prepped and ready!
Well handled and clear video.
thanks for watching Michael.
Amazing job ! You did really good. Good decision making ! The main thing is that you landed on the ground safely ! Congrats for that !
Cheers.
To be honest under the circumstances, job well done. Yes you could have diverted to Stapleford etc but a good learning point for me was how long that power still keeps on going and also the fact you have a backup radio! That’s good planning for the unexpected! Done all my flying out of SHM and south east. Enjoying watching your vids. Fly safe! From CPL/IR pilot
+FLYZero1 thanks. You never know how quickly you've noticed the failure though. On this occasion I spotted it straight away, but it might have been like that for a while.
Love your self critical attitude. This is some what lacking in the human race at times! Very impressed.
Thank you.
Well done, I think you handled that really well. You seemed really calm throughout, however it might have felt at the time! Can't blame you for going back to Biggin. I fly out of Earls Colne so I think I'd have turned back and "gone home" if I had an alternator failure approaching Southend. Thanks for sharing your experience. On a more cheerful note, I flew to Duxford from Earls Colne a couple of months ago. Probably one of the shortest flights of my "career" so far, but a brilliant place to go. I hope you get to complete your planned flight soon!
Thanks Dave. Appreciate it.
I also fly out of Biggin Hill and think in the same circumstances i would have done the same - the familiarity of Biggin and the fact you had the standby radio meant in my opinion it was the best option.
I am also guilty of thinking out loud with passengers on board!! Something i also have to work on.
I think you should be pretty happy with the way you handled that. Even on a 'perfect' flight there are things for us to learn and improve on and this flight is no different. But you handled a stressful situation and got everyone on the ground safely.... you cant ask anymore than that under the circumstances.
Love your videos by the way :-)
Thank you Andy.
“Let’s not do that then!” Classic Monk!
Another interesting and informative video Jon. It is good to be able to look back at what has happened, and is the reason. I started making my videos as well. Thank you for sharing them with us and your thoughts on the event and your reactions. I think you were a little hard on yourself. You have flown with Alistair quite a lot so you were only sharing with him what you were doing. You would probably have treated a 'first timer' in a different way. I thought you reacted in a cool, calm and professional way. Well done!
Thanks Tim. I hope you're right!
Bloody hell Jon, well handled!
Cheers.
I had an alternator failure leading in a VERY short time to complete batteries drain and, being electronic ignition, nothing but a single magneto. No radio, no flaps, no trim, but airspeed instrument. You learn a lot about yourself and aircraft....just one thing: I've never yet successfully picked up lights from the tower.
Did you still have a working artificial horizon?
Great video!! I felt your stress but nice job keeping cool. I always carry a hand held radio with me for this reason. Especially for night flying in case I need to turn on runway lights.
+Weather and Sky Photography thanks. I don't fly without the portable now.
Great video, well done! ATC were excellent.
Most pilots will take something from your experience, thankyou.
One of the aircraft I fly is a PA28 Warrior II and have had a couple if in flight failures,
one a radio failure on downwind, [Receiving ATC but ATC not receiving us], you certainly
get busy trouble shooting between late downwind and turning final. So having been there I thought
you did a great job.
Thanks for sharing.
wtrofoz
Pleasure. Continuing to learn from every flight.
Fantastic video, thank you for sharing. It's a great learning resource.
Additionally I enjoyed:
'They've got the fire engines out Alistair'
'Oh God have they?!...Christ....Oh my God'
Thanks Reece. It's always an adventure with Alastair on board.
Nice-very well handled. If I may add couple things. First, light aircraft certification requires 30 minutes battery juice (assuming no accessories ) . Years back I confirmed this in flight in a piper arrow (I did this test after an alternator failureIMC). Second, hand held radios have very little range inside the plane unless connected to external antennae. Douglas Boyd commercial single/multi engine land/IFR.
Thanks Douglas.
Greatly done !
Thank you
Great Video, made me re-consider my initial actions if it happens to myself. Cheers!
+Pilot Jim pleasure Jim
Another great video John I think you handled it expertly even if it did seem that at times Alistair was mentally reciting Kipling's 'If'. I think under those kind of circumstances for a first time, you came over very well. Really appeciate you sharing this one on the tube.
Thank you.
Very interesting.
A few things I thought about from the comfort of the sofa and not from the stressful cockpit.
1) Turning the strob and the transponder off quite early would be a good way to prolong the battery life for comms. They do both use quite a bit of juice.
2) ATC used the term "no need to respond". Partly I guess to preserve your battery life longer. If I felt compelled to respond, I might have use two quick clicks on the PTT. Again the transmit uses up the battery life much more than just receiving.
The Fire crew do probably enjoy the practice, but I too would feel the additional pressure. A bit OTT if no fire reported.
Well done. I enjoy watching.
Thanks for the comments. All appreciated.
It is a higher risk situation. Stress, problems with the plane, maybe further unknown problems with plane. Better to have the fire service ready.
Many years ago, this happened to me when I noticed my alternator not charging following s/u after a refuelling stop. It was the last leg of a flight home in north western Ontario . This was in a PA28-140 equipped for VFR.
I decided to shut off the alternator field and proceed on the 50 minute day VFR flight home late in November during winter conditions. Completing the flight would not have been an issue if NORDO.
I elected to leave my transponder off and turned the beacon off to reduce power use while leaving the Thunder Bay traffic zone. I also carried a portable radio for emergency backup. I just didn't have any need to use it.
As the plane's battery would not be recharging, I would be drawing power from the master solenoid, electric turn & bank, & a nav-com to use the radio. I was prepared for a total loss of battery power and shut off the radio & master during part of the flight just to conserve power once 20 miles clear of the tower airport. My destination airport was uncontrolled with infrequent air movements, so even a Nordo landing would not be a problem here. I turned the master back on when 20 miles from destination. That allowed me to use the radio for closing my flight plan and to monitor my local frequency.
I imagine, I'd have been more worried if flying thru busier airspace. If doing again, I would have advised the FSS unit when going Nordo.
Later I restarted the plane's engine and confirmed that there was no charging voltage and before getting the alternator repaired.
Great video, I just experienced the same thing today.
Oh dear. Glad you got down ok.
Sharing ur mistakes sometimes uplift others.
You could probably borrow an airline trick and use DODAR and if carrying a passenger then give them a NITS brief.
I appreciate your warts and all style though. I have been told a couple of times that “pilots never ever have bad days”. Hmmmm, that isn’t helpful...
Good work - I like this channel!
This video prompted me to actually test my backup radio. I only tried it on the ground and will also make sure the headset adapter is actually attached before I fly !!
+Hermit Von Hooflanger good call!
It's hard to put your finger on what makes a UA-cam video good. Certainly good camera work, good audio and thoughtful editing help but a humble, genuine presenter has to be more important to all of those.
The sum total is a compelling viewing experience. Take for example your Farnborough LARS video... most professional production companies could learn a thing about presenting style, content and a flowing editing style from that! Well researched, planned and narrated. Brilliant.
I'm new to your channel and have enjoyed every production on it so far.
My compliments to you :)
Thanks Craig for your kind comments. The channel has taken a while to evolve, but I think it's starting to hit it's stride.
Very professional like the commentary
TheTransporter750 thank you.
Great video; every day is a school day. Well handled.
Thanks Ed. Indeed it is.
Great video, as a LARS controller, it's useful to see issues handled from the cockpit point of view.
+Ian Carmichael thanks Ian. It's amazing what a relatively small issue can do to you. Taught me a lot.
+Ian Carmichael a in fact, I had two further emergencies in the two flights following this incident...more serious, and I handled them both quite differently as a result of this first experience.
Ian, are you able to help St. Devil with his question in the comments re education and your job?
Happy to help, cannot find St. Devil's question however?
Handled well. Can imagine the pressure for a good landing.
Andrew Cumiskey thanks Andrew.
Very nice job. Prob need to properly debrief your passenger a little better, ie these are things that could happen but are unlikely - and to tell them you’ve practiced this before. Overall extraordinary reaction and coolness under pressure. A final note - you end with “that’s embarrassing “ I would say not at all, be proud, you did it right.
Very well handled John. I am following your videos and this was probably the most useful to me, as I am doing my PPL (flying a PA28 in Elstree so everything looks very familiar to me). You kept your cool (frightened your friend a little bit) and handled it very well. I am interested to know what the failure was at the end and if there was a "better" way to handle it.
It needed a new alternator. In terms of what I could have done differently...well, I think I covered most of that in the video. Next time, I’d be more relaxed about it....got a bit tense about what in essence is a small issue.
thank you John for your answer. I thought magnetos were alternators. Couldn’t you have switched between left or right magnetos and use the one that was still operational? Sorry if it is a stupid question... I’m still learning
Few months late on this on I realise@@CyrilDeretz ! But the Mags provide the power to the ignition system, ie the actual engine itself in terms of fuel ignition and combustion but are not connected to the on board electrics in any way. The Alternator supplies AC Power off the engine once its running.
Great video like every else has said. Hope you don't mind hearing it again :) Your videos are always inspiring and well produced. - If you're looking for content to film, how about going over some general maintenance of your plane. What you can do and perhaps how you do it, and also what you cant do.
+Jan Winther Sorensen appreciate it Jan. I think there is very little maintenance, if any, the pilot can do on a part M maintained aircraft. Maintenance is an interesting area though. Will need to see if our maintenance org mind being filmed!
Hi Jon, just wondering what the light signals are that you have printed? Are they available anywhere? 7:06
Hi Zac, they are standard light signals, and can be found in the Skyway code on page 93. (publicapps.caa.co.uk/CAP1535P) I'm guessing Jon put that table together himself, sounds like a very good idea and I will be doing that myself!
Probably one of your best landings that!
Plane Old Ben it wasn't awful. They say that don't they.
An interesting video and safely handled but with a few misconceptions and errors, the first thing is to pick up the non normal check list and complete it to put the aircraft in the best state. In the non normal check list there will be a requirement to load shed in a logical way. Several mentions had been made about battery life, 20 minutes battery life is a requirement but with the load shedding in the check list the battery life should be vastly extended, when testing this on an aircraft with an almost identical electrical system we gave up testing at one hour and thirty minutes as the battery was yet to die. Your hand held radio will have very little range from inside a metal box using that antenna, I would expect IRO 6-7 miles depending on direction, if you can find a way to rig that handheld radio to an external antenna you can expect a range 40 miles + also you must be able to connect your headset to the handheld radio especially when flying IFR.
Nice hornest talk ...excellent feedback :)
good job guys
Thanks Marko.
poor alastair looked petrified.Intresting video enjoyed it.
I think he was a little worried!
I think it's good that he kept fairly quiet tho and allowed you to think clearly without any distractions.
Nicely handled. With a high and unexpected workload I think the decision to revert to the familiar Biggin was the right one, and I'd have done the same
Thanks John. Should have stopped and thought for a minute though...but yes, I agree, ultimately correct decision I think.
Good vid :) .. One of the things I have to remember too, is commit my emergency procedures to memory again..although, must say, this was interesting to see. I enjoy the 'real' pilot experience..as opposed to those vids from the pro's where almost everything goes according to plan :) .
Thanks Steve.
I think the last time it failed was for me, on a trip to Jersey.
Luckily I was just coasting into Cherbourg and not mid-Channel when I'd have been a little more concerned!
+londonpommie agreed, mid channel wouldn't have been pleasant. I was told that this was the last time it happened.
Great video! Do you always use a QFE around airfields in the UK?
+Dylan Marriott I think most recreational GA pilots do in the U.K., yes. Thanks for the compliment.
Under pressure but still right on centre line and a little pip of stall warning on flare, perfect.
+Kev thanks Kev. Sometimes a bit of pressure is good.
Great video. What was it that you said you didn't want to power up for fear of causing a fire? Also how would you use your backup radio in flight? How would you hear it? Could the ATC hear you in flight? Thanks.
+david Webber Hi David. Having established that there was an unknown electrical problem with the alternator I was worried about powering it up again. I'd recycled the switch a few times. I didn't know what was causing the failure. If the problem was more serious than just an alternator failure, perhaps a more substantial electrical fault, I didn't want to tempt fate. As it turns out, the alternator had just failed.
The backup radio comes with a headset adapter, so I'd use it just like I would the ships own radio, by plugging my headset into it. Even if I didn't have this adapter, I'm pretty sure we'd be able to communicate, in spite of the noise.
Nice one.
didnt you switch battery and alternator off ? secondly can you tell me about your standby radio set ? and lastly why you set your altimeter to QFE ?
+hassaan zahid switched off the power to the alternator. I have a handheld icom radio. Qfe is used a fair amount in VFR GA flying in the U.K. and means that the altimeter reads height above aerodrome/threshold as opposed to above mean sea level.
Good job for dealing with the situation. I'm confused about something though, you said you were doing a standard join for O3 Left hand but at 12:14 you can see the runway on your right hand side. How is that the case? Thanks
+Singularity thanks. standard join for that aerodrome means joining from the dead side at circuit height, and cross the runway at the mid point. Then turn downwind. I was at the midpoint of the runway in that section of the film.
Ah OK, makes sense now, didn't know you were mid point. Thanks
Did you consider transferring from the panel radio to the Icom as you got closer to the airport? I'm about to start private pilot training and just purchased an Icom handheld. Maybe it's my sailing background, but I absolutely want a backup, although I gather that a lot of pilots don't have one. Besides, it's good training. I've been listening to traffic at my local airport (LaGuardia, only two miles away with good line of sight) and I'm quickly learning that aviation communications are quite a bit more complicated than marine communications.
I considered it, and I had the standby radio tuned to the frequency I was using. Chose to stay with the panel radio though, as there were no symptoms of impending power failure.
Thanks for the reply. Your channel, which I didn't know about, came up as recommended this morning. Watched the Cirrus video, then the one on Jersey, where I've visited occasionally, and then this one. Really good content. By the way,. Icom has a new, really nice radio out (A25C and A25N), although it appears that it will be a bit before it's available outside the U.S. and Canada.
Thanks.
nicely done......well flown.....I've flown in a PA28 Turbo Arrow as co-pilot coming into Elstree after a local flight "Gear Down....2 greens"...errr should be 3 greens.....fly along rwy get twr to see if all wheels down of course we don't know if locked so into the circuit re-cycle the gear....this we did twice still only 2 greens so my pilot friend decided to change bulbs over from those that were working and hey presto!!!!! the light that was out was now on....so we were happy it was a bulb out!!! now I would not have thought of that but that goes to show years of experience came into play also start with the simple and obvious 1st then get more technical.......
Thanks Richard. Makes sense when you allow your brain the space to think!
+richard c "so my pilot friend decided to change bulbs over from those that were working and hey presto!" - Hi. Great story, but I didn't understand this sentence, did he have a spare bulb in flight or flicked a switch on dash to test all lights? Cheers
You swap a good bulb (lit one) for the unlit one and see if it lights. If it does, it's a bulb problem not a gear locked microswitch problem.
Neil Murgatroyd ah brilliant, I'm with you. Cheers.
i looooove ur video :)
0:22 the foreshadowing 😅
i love when u give a little bit of explaination in the voice over.. hahah maybe u could tell me what alternator is ... that would be more informative...
The alternator uses engine power to charge the battery. So with an alternator failure the battery is being used without being re-charged. All electronics on the plane like the radio, transponder, etc. use battery power.
Great informative video. So how is an aircraft engine different than an automotive engine? If you lose your alternator in a car, your battery will discharge and then the engine stops.
+goutvols103 we don't have a coil, distributor or electronic ignition in these aircraft. We have a magneto. It's a mechanical spark producer, so will continue to keep the engine firing once it's running.
Great job ! Can you plse explain the large adjustment to the altimeter prior to landing (10:20)? I think you fly flight levels at lower altitudes than 18,000 ft, but not too sure. Thx !!
Thanks. Biggin Hill is at 600ft amsl, and we used QFE here, particularly in private flying. So the adjustment was from QNH to QFE so that the altimeter read height above airfield elevation.