Great video. About 10 hours after getting my private cert, I lost my alternator over the Smoky mountains (Charlotte to Nashville). The voltage light wasn’t in my scan, so I didn’t notice until my radios flickered out! It was VFR, but the clouds were barely above the peaks. Used the ipad to turn around to Asheville. I did the whole circle the field and get light signals from the tower. Had to land with no flaps (electric on the Cessna 182). I was grateful that a no flap landing was the last thing my DPE made me do on the check ride. Voltage light is always in my scan and I carry a handheld radio now!
I had that problem a few years back whilst overwater and a plane full of friends. Annunciator panel lit up like a Christmas tree (but couldn’t see the lights due to bright sunlight at 9000ft) and could smell burning plus both fuel gauges were visibly emptying in front of my eyes. For 2 seconds you think “shit I don’t need this” then your training kicks in and you deal with it. Powered everything electrical off, A/C, strobes, lights, everything. I had an early portable VHF/NAV handheld which I used for radio and Nav but guess what the battery died despite being charged before flight because with hindsight the battery tech wasn’t that good all those years ago. Eventually made infrequent and sporadic essential radio calls and landed safely eventually. Faulty alternator and faulty belt were identified as part of a batch of faulty spare parts recalled. Just unlucky that day I guess.
Yep- and check circuit breakers for non essential non switch able services (eg: turn co ordinator). Know how much current each service draws helps to make good decisions when switching off. Knowing the amp hour capacity of the battery also can help with planning for when and what to switch on and what May or may not be possible during remaining flight time. The larger the negative ammeter deflection the more current is flowing from the battery in theory if you turn all services off you would observe a zero reading ( like turning the master off). I’ve had three alternator failures in my time ifr and vfr. not if but when it seems. Watch out for upgraded avionics that draw current in excess of oem spec as this may reduce service life of alternator.
That last little bit of battery voltage may not be there for landing. Don’t forget that the alternator field circuit will be gobbling up voltage during the flight it’s best to land ASAP (as Kerry said) after you realize that the alternator has failed. BTW if you’re still a night flyer it’s probably a good idea to be proficient with all lights out landings. Pro tip …full moon helps and a brave instructor😮
Been there done that coming back from Corpus at night with students. Fun stuff. Let atc know they cleared me into the houston bravo came into the barn dark. Just fly the plane. Have a hand held since then. Always have the head lamps at night.
Side question: if there is an alternator failure on a Diamond DA 42 with the diesel engine and no magnetos, once the battery dies, does the FADEC tank with it? I’m assuming the engine would shut off once battery power is lost. The extra engine on the DA62 would be a welcome back-up in that case, unless there was an unlikely double alternator failure.
Just lost my alternator last week in my Beech Debonair so when I saw your video I thought I would compare. Caught it early on the scan, as the ammeter was showing a discharge. Confirmed battery voltage, static (12.5V instead of 13.6V) on the engine monitor. Cycled the alt switch several times, no change then proceeded to shut down un-needed systems as I had another 3 hours to go and did not want to think about using the Beechcraft emergency gear hand crank with 50+ turns. Had plenty of juice for the gear and flaps, no issues. Your video provided direction to get headset lamp(s) for onboard equipment and installing a backup up alternator since I am upgrading my avionics to Garmin glass soon. BIG RED X's scare me. Thanks for passing along experience and advice.
Great video, Kerry! Been there and done that! In my case, i lost my alternator when I was a low time student pilot with about 30 hours of flight time in my logbook. I was on a solo cross-country triangular flight. I didn’t know to keep my eye on the ammeter in the beater Cherokee I was renting from the flight school, so my first indication of a problem was 20 minutes out from my Class D home airport when my radios (and everything else!) went dark. I ended up texting my CFI, who called the tower to tell them of my predicament, and then told me by return text that I was cleared to land on Runway 18. Since then, I fly with a headlamp, a flashlight, spare batteries, and a good battery powered handheld radio. Not to mention a fully charged iPhone and iPad, both with ForeFlight loaded and running. Oh, and keeping an eye on my ammeter is a routine part of my instrument scan.
@@KerryDMcCauley as the late, great Bill Jordan said, adventures are much more enjoyable when you look back on them from the comfort of your armchair than they are while you are having them!
A heads up for a Rotax 912iS and Rotax 914+ owners, all your fuel pumps are electrical. Depends on battery and fuel pump, you should have at least 30 min to land (refer to POH, all other consumers should be switched off).
I've lost two alternators in flight. luckily it was day VFR so no biggie. Makes ATC nervous though when you tell them your transponder and comms may be going offline. 😬
I thought alternators only failed at night. Mine were at night in a 172 about 20 minutes out and in a Grumman Tiger about ten minutes out. Both those were in the eighties. Then I had the same thing happen in a homebuilt about an hour from my destination. That was in the nineties so I had a handheld radio. I was able to turn on the runway lights. Not bad.
Thanks Kerry, another excellent example of focused airmanship. Don't panic, gfly the airplane, solve the problem and get down safe.
Great video. About 10 hours after getting my private cert, I lost my alternator over the Smoky mountains (Charlotte to Nashville). The voltage light wasn’t in my scan, so I didn’t notice until my radios flickered out!
It was VFR, but the clouds were barely above the peaks. Used the ipad to turn around to Asheville. I did the whole circle the field and get light signals from the tower. Had to land with no flaps (electric on the Cessna 182). I was grateful that a no flap landing was the last thing my DPE made me do on the check ride.
Voltage light is always in my scan and I carry a handheld radio now!
Before you turn anything off, recycle the alt switch. Turn it off; wait 30 sec; turn it back on.
I had that problem a few years back whilst overwater and a plane full of friends. Annunciator panel lit up like a Christmas tree (but couldn’t see the lights due to bright sunlight at 9000ft) and could smell burning plus both fuel gauges were visibly emptying in front of my eyes. For 2 seconds you think “shit I don’t need this” then your training kicks in and you deal with it. Powered everything electrical off, A/C, strobes, lights, everything. I had an early portable VHF/NAV handheld which I used for radio and Nav but guess what the battery died despite being charged before flight because with hindsight the battery tech wasn’t that good all those years ago. Eventually made infrequent and sporadic essential radio calls and landed safely eventually. Faulty alternator and faulty belt were identified as part of a batch of faulty spare parts recalled. Just unlucky that day I guess.
Just finished your book "FERRY PILOT", starting " DANGEROUS FLIGHTS".Great books
Glad you liked them!
Yep- and check circuit breakers for non essential non switch able services (eg: turn co ordinator). Know how much current each service draws helps to make good decisions when switching off. Knowing the amp hour capacity of the battery also can help with planning for when and what to switch on and what May or may not be possible during remaining flight time. The larger the negative ammeter deflection the more current is flowing from the battery in theory if you turn all services off you would observe a zero reading ( like turning the master off). I’ve had three alternator failures in my time ifr and vfr. not if but when it seems. Watch out for upgraded avionics that draw current in excess of oem spec as this may reduce service life of alternator.
That last little bit of battery voltage may not be there for landing. Don’t forget that the alternator field circuit will be gobbling up voltage during the flight it’s best to land ASAP (as Kerry said) after you realize that the alternator has failed. BTW if you’re still a night flyer it’s probably a good idea to be proficient with all lights out landings. Pro tip …full moon helps and a brave instructor😮
I’m unlikely to be flying over the Sahara, so I will likely just find the nearest airport and land. Cheers.
Been there done that coming back from Corpus at night with students. Fun stuff. Let atc know they cleared me into the houston bravo came into the barn dark. Just fly the plane. Have a hand held since then. Always have the head lamps at night.
Great video Kerry and I thank you for making it for us.
All the best to you.
Glad you enjoyed it
Side question: if there is an alternator failure on a Diamond DA 42 with the diesel engine and no magnetos, once the battery dies, does the FADEC tank with it? I’m assuming the engine would shut off once battery power is lost. The extra engine on the DA62 would be a welcome back-up in that case, unless there was an unlikely double alternator failure.
Not sure. I think it doesn't take much electrical power to operate.
Good tips!
Great video thanks..can a handheld radio be used to communicate with ATC and turn on pilot activated run way lights at night.
Yes, but it helps if you some sort of external antenna.
Wouldn't you just want to turn off the master and be done with it?
Were you in an older 210? as the 210 L, M, N, R, variants that I have many hours in have all had dual alternator systems.
I don't remember what model it was but I flew it in 1991 or so and it wasn't new then.
Just lost my alternator last week in my Beech Debonair so when I saw your video I thought I would compare. Caught it early on the scan, as the ammeter was showing a discharge. Confirmed battery voltage, static (12.5V instead of 13.6V) on the engine monitor. Cycled the alt switch several times, no change then proceeded to shut down un-needed systems as I had another 3 hours to go and did not want to think about using the Beechcraft emergency gear hand crank with 50+ turns. Had plenty of juice for the gear and flaps, no issues. Your video provided direction to get headset lamp(s) for onboard equipment and installing a backup up alternator since I am upgrading my avionics to Garmin glass soon. BIG RED X's scare me. Thanks for passing along experience and advice.
Aviate, navigate, communicate.
I had 2 so far in my years of flying.
This was extremely helpful! Thank you for providing this very wise advice!
Glad it was helpful!
Great video, Kerry! Been there and done that!
In my case, i lost my alternator when I was a low time student pilot with about 30 hours of flight time in my logbook. I was on a solo cross-country triangular flight. I didn’t know to keep my eye on the ammeter in the beater Cherokee I was renting from the flight school, so my first indication of a problem was 20 minutes out from my Class D home airport when my radios (and everything else!) went dark. I ended up texting my CFI, who called the tower to tell them of my predicament, and then told me by return text that I was cleared to land on Runway 18.
Since then, I fly with a headlamp, a flashlight, spare batteries, and a good battery powered handheld radio. Not to mention a fully charged iPhone and iPad, both with ForeFlight loaded and running. Oh, and keeping an eye on my ammeter is a routine part of my instrument scan.
I usually fly with all that as well. Although I do miss the adventures of being unprepared!
@@KerryDMcCauley as the late, great Bill Jordan said, adventures are much more enjoyable when you look back on them from the comfort of your armchair than they are while you are having them!
A heads up for a Rotax 912iS and Rotax 914+ owners, all your fuel pumps are electrical. Depends on battery and fuel pump, you should have at least 30 min to land (refer to POH, all other consumers should be switched off).
Idea.
Having a 2nd battery in the cockpit wired after the master switch (master relay).
its only 10kg of extra weight.
That rig in the background, so clean!!
I don't fall down very often. :)
Thanks!
Thanks, if I ever had training on any of this I forgot it. Imagine night flying and being unable to click on the runway lights!
Glad to see you regularly putting out videos I’ve enjoyed both of your books and have learned a lot.
Glad you like them!
Great video very helpful to always review eps just like in skydiving
I've lost two alternators in flight. luckily it was day VFR so no biggie. Makes ATC nervous though when you tell them your transponder and comms may be going offline. 😬
I thought alternators only failed at night. Mine were at night in a 172 about 20 minutes out and in a Grumman Tiger about ten minutes out. Both those were in the eighties. Then I had the same thing happen in a homebuilt about an hour from my destination. That was in the nineties so I had a handheld radio. I was able to turn on the runway lights. Not bad.
👍✅ Great story and important info, tks
Good thing to think about before it happens.
Excellent practical advice! Keep these tips coming!!
More to come!
That is a great video, thanks.
Glad you liked it!
Excellent advice.
Thanks for watching!