Overlooooad!!!

[HighFlyingIL]

Nothing like a little overcharge to get your 10am flight to Springfield started!!!



Was flying solo from KDPA down to KSPI (about 1hr 40 minute trip w/86 knot ground speed going down there and 116 on the way back) and as soon as I got about 10 miles south of KARR (an airport about 20 minutes from my base I ended up seeing a FULL overload... so I quickly reacted shutting everything down, doing the electrical problems checklist, requested overflight in KARR's Class D airspace at 3,500ft MSL, and turned the bird back home. Nothing like that at 10am to spark off a good day.

Thankfully the motor in the plane N3110E is being pulled out and overhauld. That thing has over 25,500 hrs. on the hobbs

[JA Yawd Bwoy]

WOW, thats crazy, well the moral of the sory is that you got the plane back on the ground in one peice, and you are safe yourself so it shows that checklist and practising emmergency procedures actually have a purpose

[HighFlyingIL]

Originally Posted by JA Yawd Bwoy

WOW, thats crazy, well the moral of the sory is that you got the plane back on the ground in one peice, and you are safe yourself so it shows that checklist and practising emmergency procedures actually have a purpose

Yes sir! Checklists were made for a reason, so use them. Thats my motto when it comes to flying.

When I was flying back I told KARR (Aurora) that I was having electrical issues, and I might lose them because i might have to turn off the Com/Nav 1 stack. It got almost down to that point honestly. Then of course my transponder didn't work and since were in a Mode C area (O'Hare's Mode C airpspace) it's a required piece of equipment. I ended up turning it off honestly. Aurora, AND my airport couldn't pick it up even after my countless numerous amounts of recycling the damn thing... so I just said "the hell with it... they cant see me now they wont know I turned it off" ... so I just kept on reporting to them every 2-3 miles where I was, and altitude for there saftey and mine.

[coa787]

Nice job getting back safely!

Now, I have a question; what is "Mode C" and what does it have to do with the transponder? I see it a lot on VFR charts that have something like "Mode C 30 NM" around Class B airspace.

[JDMcFly]

Originally Posted by coa787

Nice job getting back safely!

Now, I have a question; what is "Mode C" and what does it have to do with the transponder? I see it a lot on VFR charts that have something like "Mode C 30 NM" around Class B airspace.

A Mode C transponder is basically a transponder that also sends out altitude information.

Class B airspace has a "Mode C Veil" 30NM around the primary airport, meaning you must have a Mode C transponder even if you aren't in Class B airspace.

BTW to OP Nice Job being safe.

[coa787]

Originally Posted by JDMcFly

A Mode C transponder is basically a transponder that also sends out altitude information.

Class B airspace has a "Mode C Veil" 30NM around the primary airport, meaning you must have a Mode C transponder even if you aren't in Class B airspace.

Thanks!

[ZachH]

Overload is bad ?

[HighFlyingIL]

Originally Posted by JDMcFly

BTW to OP Nice Job being safe.

Why thank you sir! Checklist FTL!!! (checklist for MY LIFE!!!)

Originally Posted by ZachH

Overload is bad ?

Naaaaah Overcharging is ok... until your battery explodes and then you have nothing but an aircraft thats no better than best glide, and HOPEFULLY an open field

[Matt13C]

I only have 30 hours but I feel like this checklist is something I should know about. Did you use the one in the POH or should every plane have a stack of safety checklists in an accessible location in the event of a situation such as this?

I am assuming the first thing you did was shut down the left side of the master and turned it back on to see if the problem was fixed? After that did you keep the left side off and pop the circuit breakers for non essential systems?

[HighFlyingIL]

Originally Posted by Matt13C

I only have 30 hours but I feel like this checklist is something I should know about. Did you use the one in the POH or should every plane have a stack of safety checklists in an accessible location in the event of a situation such as this?

I am assuming the first thing you did was shut down the left side of the master and turned it back on to see if the problem was fixed? After that did you keep the left side off and pop the circuit breakers for non essential systems?

Well... at my school they copied directly out of every POH the Pre-Flight inspection list, before takeoff, engine run up, takeoff, short field takeoff, soft field takeoff, enroute climb, cruise, before landing, and after landing checklists and put everything in order. They also put in there ALL of the Emergency Procedures, and I THINK thats it. It's about 10-15 pages front and back.

BTW, don't assume anything when it comes to this stuff. I know your inexperienced as of right now, and you may or may not have gone over Emergency Situations with your instructor yet, but if your ever going solo and something like this and/or worse happens USE THE CHECKLIST!!!!!!! Believe me! Start now while your low on hours and it'll come natural by the time you get to your Private checkride. So, anyways... as far as the check I forget exactly what it says but basically you shut off everything unnessicary such as strobes, beacon, nav lights, landing light (yes even if its night time), any sort of GPS unit you may have, and 1 of your Com/Nav stacks. After that, THEN you go ahead and recycle the alternator which is YES the left side of the Master switch. What turning off the master does is if its an electrical problem such as mine is if the alternator is off-line then you'de actually show a discharge and turning off the master for the alternator would shut off the alternator. Then you flip the switch back on for the alternator and hope the alternator kicks on and starts regulating power and everything is ok. If not then try it 1 more time. If it still fails, return to your airport if your not too far away or land ASAP. NEVER!!! push the plane to its limits!!! You'll be sorry later and you'll be wishing you would have listened to me, and your instructor kicking yourself in the middle of a corn field...

BTW... and OVERCHARGE such as my condition is basically the alternator not regulating the amount of charge to the battery and it OVERCHARGES the battery. You might think "well its good that its charged" but its NOT good when your battery explodes and you now have NOTHING. So, what turning off all the electrical stuff, and alternator will do is it'll start drawing power directly off the battery to try and hopefully get that current down a little before you have to flip it back on.

You'll learn all this in your private pilot sometime, and if you don't you have a hella' ###### school But seriously... you'll learn all this trust me.

[Matt13C]

Originally Posted by HighFlyingIL

Well... at my school they copied directly out of every POH the Pre-Flight inspection list, before takeoff, engine run up, takeoff, short field takeoff, soft field takeoff, enroute climb, cruise, before landing, and after landing checklists and put everything in order. They also put in there ALL of the Emergency Procedures, and I THINK thats it. It's about 10-15 pages front and back.

BTW, don't assume anything when it comes to this stuff. I know your inexperienced as of right now, and you may or may not have gone over Emergency Situations with your instructor yet, but if your ever going solo and something like this and/or worse happens USE THE CHECKLIST!!!!!!! Believe me! Start now while your low on hours and it'll come natural by the time you get to your Private checkride. So, anyways... as far as the check I forget exactly what it says but basically you shut off everything unnessicary such as strobes, beacon, nav lights, landing light (yes even if its night time), any sort of GPS unit you may have, and 1 of your Com/Nav stacks. After that, THEN you go ahead and recycle the alternator which is YES the left side of the Master switch. What turning off the master does is if its an electrical problem such as mine is if the alternator is off-line then you'de actually show a discharge and turning off the master for the alternator would shut off the alternator. Then you flip the switch back on for the alternator and hope the alternator kicks on and starts regulating power and everything is ok. If not then try it 1 more time. If it still fails, return to your airport if your not too far away or land ASAP. NEVER!!! push the plane to its limits!!! You'll be sorry later and you'll be wishing you would have listened to me, and your instructor kicking yourself in the middle of a corn field...

BTW... and OVERCHARGE such as my condition is basically the alternator not regulating the amount of charge to the battery and it OVERCHARGES the battery. You might think "well its good that its charged" but its NOT good when your battery explodes and you now have NOTHING. So, what turning off all the electrical stuff, and alternator will do is it'll start drawing power directly off the battery to try and hopefully get that current down a little before you have to flip it back on.

You'll learn all this in your private pilot sometime, and if you don't you have a hella' ###### school But seriously... you'll learn all this trust me.

Thanks.

I have read through the electrical part of the book and understand what an overcharge is. I just was unsure what the procedure was for dealing with one, other than shutting down the alternator and shutting off non-essential equipment to save battery for landing. And of course landing as possible.

I love check lists. I have them for pre flight, start up and run up. I am going to check our planes and see if they have others, if not I will copy them out of the POH and make my own book.

Thanks again.

Happy to hear everything worked out for you today.

[JDMcFly]

I use some $10 checklist, I forget the brand. It's a good idea to have your own, and don't rely on the aircraft's.

I don't like how some things are worded/ordered on mine though, but I just write some stuff in :>. It pretty much covers everything I'd need to have, enough. The emergency procedure tabs are nice and RED.


You should have a checklist for every phase of operation.

[ZachH]

Originally Posted by HighFlyingIL

Naaaaah Overcharging is ok... until your battery explodes and then you have nothing but an aircraft thats no better than best glide, and HOPEFULLY an open field

Haha, I was thinking a wing would fall off or something....

[JDMcFly]

Originally Posted by ZachH

Haha, I was thinking a wing would fall off or something....

Not sure theres a checklist for that one.

1.) Prayers - Check

[TallFlyer]

Originally Posted by HighFlyingIL

Naaaaah Overcharging is ok... until your battery explodes and then you have nothing but an aircraft thats no better than best glide, and HOPEFULLY an open field

Actually you could turn off the entire electrical system and fly the aircraft indefinitely; your ignition system is not dependent on your electrical system or battery at all. In fact, there are plenty of aircraft out there with no electrical system whatsoever.

Whether or not it constitutes an emergency is another matter entirely. If you're IFR in IMC then you have issues; if you're VFR on a CAVU day then find an uncontrolled field and land. I would argue that it doesn't even have to be the nearest suitable landing site. Go all the way to your home base if you want to. You CAN navigate via pilotage, can't you?

[ZachH]

Originally Posted by TallFlyer

....You CAN navigate via pilotage, can't you?

Like with a GPS ?

[SoonerAv8r]

To those asking about checklists....I use one from Checkmate. I've bought mine at the local FBO and they are great, hard laminated plastic. They fit right into a tri-fold kneeboard. I haven't run across them online anywhere but I'd recomend them to anyone!!!

OK I looked them up on google. The website is www.checkmateaviation.com

[HighFlyingIL]

Originally Posted by TallFlyer

You CAN navigate via pilotage, can't you?

Your asing a CFI if he can fly dead reckoning... thats like asking a fireman if he's ever been on a fire truck before... Course I can fly VFR. I was doing a 140 mile trip VFR actually.

Oh, and btw... I dont know why you said "find the nearest uncontrolled airport" when you can land at a controlled airport, just have to look for light gun signals... it sucks, but its possible. Which is funny I brought that up because my home base almost had to pull them out but luckily they cleared me to land before I got on the downwind.

[CirrusMonkey]

What is a chhhhhhhhecklist?

[amd87]

Originally Posted by HighFlyingIL

Naaaaah Overcharging is ok... until your battery explodes and then you have nothing but an aircraft thats no better than best glide, and HOPEFULLY an open field

Wow...You are a CFI? I'd hope my student pilots know better than that.

[JDMcFly]

Originally Posted by SoonerAv8r

To those asking about checklists....I use one from Checkmate. I've bought mine at the local FBO and they are great, hard laminated plastic. They fit right into a tri-fold kneeboard. I haven't run across them online anywhere but I'd recomend them to anyone!!!

OK I looked them up on google. The website is www.checkmateaviation.com

Those are the ones I use, thanks. Notice the nice EMERGENCY section.

[PilotBeckfizzle]

Originally Posted by amd87

Wow...You are a CFI? I'd hope my student pilots know better than that.

It's ok there is always the backup flux capacitor.

[TallFlyer]

Originally Posted by HighFlyingIL

Your asing a CFI if he can fly dead reckoning... thats like asking a fireman if he's ever been on a fire truck before... Course I can fly VFR. I was doing a 140 mile trip VFR actually.

Good to know. I'm not trying to impugn anyone's flying ability, but we do know there are certain folks in this world who break into a cold sweat if a "Direct to" button isn't available.

Oh, and btw... I dont know why you said "find the nearest uncontrolled airport" when you can land at a controlled airport, just have to look for light gun signals... it sucks, but its possible. Which is funny I brought that up because my home base almost had to pull them out but luckily they cleared me to land before I got on the downwind.

That's true, you could do that as well. If I was heading back to PAMR here in Anchorage I don't know that I would do that, but you could.......

[HighFlyingIL]

Originally Posted by TallFlyer

Good to know. I'm not trying to impugn anyone's flying ability, but we do know there are certain folks in this world who break into a cold sweat if a "Direct to" button isn't available.


That's true, you could do that as well. If I was heading back to PAMR here in Anchorage I don't know that I would do that, but you could.......

q on the direct to button comment. All of my students that go solo using a plane with GPS i'll literally walk out there and as there doing the outside checks i'll yank the GPS card. If I had to learn flying "steam" gauges and you can land a MD-80 that has absolutely no GPS-like systems installed... there going to learn the same way I did.

[SoCalAprch]

Its really not that big of deal in a cessna. Yes its an irregular but not an emergency unless you let it progress to one. Turn off everything but com 1, then turn off the alternator, tell ATC where you are and that you need to goto your home airport and won't have mode C or radios. Then turn everything off (master) to save the battery so that once you get close you can turn on the battery and use the radio to tell tower you need to land. Can't remember with the 172 but you have a good amount of time to let ATC know whats going on and get in without draining the battery. Good job getting her down safely though.