IMC Electrical Problem

[gtpilot]

Ok, started out this morning wanting to fly at 7am (still no sun) from 9A1 to SFB in a 182RG/A. IFR conditions prevail which is fine but there is a line of t-storms from Ocala to St. Augustine so we delay to 10am. Still IFR conditions but the line is gone and day light is definitely better.

At Covington (9A1, a small field east of Atlanta), we load up start up and try to contact ATL clearance delivery. The call back and indicate we're too garbled and try another com. Covington usually doesn't get great reception so we decide to try calling when airborne.

Runup goes well, all indications normal. With my wife and child in tow, I'm fairly meticulous with the checklists. Make radio calls as we take the active- lights, camera, action! Good to go Runway 10. While on the roll, the local FBO calls and asks for a report on cloud bases. We call back and so no problem and they say thanks.

Takeoff and rotation are fine, if a bit bumpy and with a positive rate and no more runway, gear comes up. Well, sort of - the gear indicator light does not come on to indicate gear up and there is an unsettling lack of thumps. So, I tell my wife, "we have a radio problem and we're turning back to the airport".

Turning back while continuing to make radio calls, we hit IMC at 500AGL (not where it was supposed to be!) and discover that the radios don't work after all. Hmmm. Circuit breakers are good, alternator switch on, ammeter normal, no warning lights. Odd, cut the lights, descent back to 400 AGL to get out of IMC while continuing to turn back to Covington.

Radios definitely don't work but the ADF, tuned to the Alcovy Compass Locator, seems to be moving appropriately and I'm able to use that to line back up with Runway 28. Put the gear lever down as soon as I see the ground again. Um, it didn't come all the way down. Ask my wife to remove her foot from the hand pump. She gives me a slightly panicked look but complies. One, two, etc, eighteen. Main wheeles on each side look down and locked.

Ok, should see the runway by now and slightly panicked, ask my wife, "do you see the airport?" to which she replies, "you mean right there?" while pointing at 3 o'clock off of our nose. God Bless operative compass locators!

With a 10 knot shifting tail wind and not knowing for sure if the nose gear is down, I tell my wife, "This landing will be a little rough comparatively". Get into ground effect, and execute a perfect, if long, soft field landing to which my wife tells me, "So I shouldn't say that landing was better than the last two?"

Taxi off, shut her down and call it a day while the local mechanic does diagnostic. Not fun, but I always love a story when the landings equal the takeoffs!

Marc

[aviategw]

Good job!! Nice telling of the story.

I love 182's.

Any word on what the problem was?

[gtpilot]

Just got back from the airport again. We did a full check of the electrical system and the only thing wrong was the battery was nearly fully discharged. The operational check afterward showed all systems normal. Very frustrating. I wish I could say it was something stupid like not remembering to turn the alternator switch on but I'm absolutely certian the switch was on and all of the circuit breakers were in.

Well, we'll try to fly it out tomorrow but VFR. [img]/ubbthreads/images/graemlins/wink.gif[/img] I'm a little reluctant to hop back into the soup with a suspect system.

I have to say I loved flying up here in the 182 - VOR/DME was tracking us at 150 knots with a 5-10 knot headwind.

[flyover]

Great job handling the situation.

Electrical problems that can't be duplicated are a real bummer. More than once I've had problems that were hard to diagnose and it seemed to usually come back to a problem with the battery itself This has been true in cars and planes. Hope the mechanic really checked it out.

[Tired]

Maybe if you are going to be flying in IMC conditions in controlled airspace without a clearance you should leave the wife at home.

[gtpilot]

The IMC part was unintentional. A previous PIREP and the weather briefing put the ceilings much higher and it was a hazy making it hard to judge on the ground. In hind sight I should have called ATL center to get clearance before takeoff. Oh, well.

[flyover]

[ QUOTE ]
The IMC part was unintentional. A previous PIREP and the weather briefing put the ceilings much higher and it was a hazy making it hard to judge on the ground. In hind sight I should have called ATL center to get clearance before takeoff. Oh, well.

[/ QUOTE ]

I've been there. Early departure. Ceilings lower than reported. Not optimal but easy to do. Many of the airports I used to operate out of you couldn't raise anyone on the ground, (and this was before cell phones). It's a good lesson learned.

[gtpilot]

Very good lesson learned - for anyone who doesn't know, you can always call ATC from the ground to get clearance. The appropriate numbers are listed in the A/FD.

Final note - we attempted takeoff again today. Preflight and runup showed no abnormal indications but when I powered up on the takeoff roll, the ammeter swung left and the overvoltage light illuminated so we aborted and will get home some other way! [img]/ubbthreads/images/graemlins/tongue.gif[/img]

[Tired]

[ QUOTE ]
I've been there. Early departure. Ceilings lower than reported. Not optimal but easy to do. Many of the airports I used to operate out of you couldn't raise anyone on the ground, (and this was before cell phones). It's a good lesson learned.

[/ QUOTE ]

I dunno. We operate off quite a few uncontrolled airport and I've never been in a situation where we either could not reach ATC on the ground or use a landline to call FSS.

[flyover]

[ QUOTE ]
I dunno. We operate off quite a few uncontrolled airport and I've never been in a situation where we either could not reach ATC on the ground or use a landline to call FSS.

[/ QUOTE ]

Obviously true, and something I did many times. But I also on occasion "misestimated" the actual ceiling and hit the soup much earlier than I expected. The preference was always to depart VFR and pick up clearance. This saved time and money. (And of course I was often running late after squeezing every last minute of sleep before and oh-dark thirty departure.) Not saying it was good practice or even professional thing to do, but I was still "learning" to be a professional back then. [img]/ubbthreads/images/graemlins/smile.gif[/img]

[gtpilot]

[ QUOTE ]


I dunno. We operate off quite a few uncontrolled airport and I've never been in a situation where we either could not reach ATC on the ground or use a landline to call FSS.

[/ QUOTE ]

Tired -

As stated, the IMC was unintentional. In other words, I goofed. It sounds like you have had plenty of good experience from which to share from. That's great!

In the future if you suspect someone is lacking in knowledge, may I suggest that you share that knowledge in a constructive way? I personally know I have a lot to learn about flying in general and always will have room to grow, however it is impossible to learn from a mistake by being told "Maybe if you are going to be flying in IMC conditions in controlled airspace without a clearance you should leave the wife at home." Instead, suggest calling ATC from the ground using a land line when ceilings are in doubt and unable to contact via radio.

flyover - You hit the mark! I was trying to rush home before the afternoon t-storms started in Sanford. Stupid! [img]/ubbthreads/images/graemlins/banghead.gif[/img] From now on, if there's a ceiling, I'll get clearance before lift off, even if I have to shut the plane down and walk back into the FBO and call! [img]/ubbthreads/images/graemlins/grin.gif[/img]

Regards guys!

Marc

[mtsu_av8er]

[ QUOTE ]
I dunno. We operate off quite a few uncontrolled airport and I've never been in a situation where we either could not reach ATC on the ground or use a landline to call FSS.

[/ QUOTE ]

I have.