Things I bet you didn't know
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remember this guy like all the rest of us was taught by an instructor
And can anyone tell me if there is ANY aircraft with a generator/alternator that does not have both a battery switch and a generator/alternator switch. Long time since I had anything to do with a 28-235 (1964ish) but seem to remember it had both.
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Don't CASA have their little "obviously this pilot made some bad decisions which they identified" say about the story at the end?
I'm keen to hear what CASA said about this one in particular...
I'm keen to hear what CASA said about this one in particular...
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And can anyone tell me if there is ANY aircraft with a generator/alternator that does not have both a battery switch and a generator/alternator switch. Long time since I had anything to do with a 28-235 (1964ish) but seem to remember it had both.
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An aviation safety magazine will be ineffective if it prints nonsense, because it will not be respected by pilots. The industry needs a serious, quality magazine. A good one can be a very useful safety tool. I do not believe that this one is.
The old Aviation Safety Digest, issue 141, made the same error in confusing Master Switches and Magnetos.
http://www.pprune.org/dg-p-general-a...ml#post4498625
http://www.pprune.org/dg-p-general-a...ml#post4498625
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SgtBundy, wonderful what one forgets after 45 years. Ferreted around last night and found some old 172 and 28-235 notes and you are quite correct. No switch for generator, but you still had an ammeter and/or an under voltage light. One shouldn't have to wait until the battery is cactus to find the generator is not doing its job.
bushy, what you say is correct in its context, but in this case it seems this article is a reflection (poor) on the pilot? who wrote it. Pity CASA did not give some commentary at the end of the article, as they often do. Perhaps in a perverse way they were letting the community know what is to be found out there.
An aviation safety magazine will be ineffective if it prints nonsense, because it will not be respected by pilots.
While on the subject of latest Flight Safety magazine I'm having a problem the Flying Ops quiz, question 10 on page 67.
Answer is (d) and the reference given GEN 3.4 5.14.8 is the format of a departure radio call from a non towered aerodrome.
I have only given a departure call from a non-towered field when departing IFR. I thought no call was required VFR. I cannot find anything in ENR 1.4 3.2 CTAF procedures and Procedures at Non towered aerodromes about a mandatory departure call for all aircraft at a non towered field.
Am I missing something?
10. When departing from a non-towered aerodrome a departure report
(a) is not required
(b) is not mandatory but is recommended.
(c) is required, and the minimum information required is departure location, tracking details and intended level.
(d) is required, and the minimum infomration reqiuired is departure location, tracking details, intended level, ETA at first reporting point.
(a) is not required
(b) is not mandatory but is recommended.
(c) is required, and the minimum information required is departure location, tracking details and intended level.
(d) is required, and the minimum infomration reqiuired is departure location, tracking details, intended level, ETA at first reporting point.
I have only given a departure call from a non-towered field when departing IFR. I thought no call was required VFR. I cannot find anything in ENR 1.4 3.2 CTAF procedures and Procedures at Non towered aerodromes about a mandatory departure call for all aircraft at a non towered field.
Am I missing something?
can anyone tell me if there is ANY aircraft with a generator/alternator that does not have both a battery switch and a generator/alternator switch.
Cessna C182G
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OK... bracing for the flaming but i am a VERY new Pilot... yes i have my ticket and passed Air tech which may make this worse..
If the alternator goes it does not charge the battery, in this case the battery will run down eventually. you'll loose things like radios, lights, flaps if electric. but the engine will still run ... right? The batt holds the initial charge to start the engine and as a short term backup should the alt fail... right?
Also the PA38's and 28's i have flown have had both split and 'solid' master switches. any idea why?
Rubbish! Since when does the master switch shut down the engine in a Warrior, albeit a 235 Dakota?....and. how can a flat battery be the sole cause of a fuel driven piston engine failing?
Also the PA38's and 28's i have flown have had both split and 'solid' master switches. any idea why?
Kiwi, just read your tech notes and look at how a magneto works.
Your first two questions will be answered and you will have the satisfaction of having found it out for yourself.
Your first two questions will be answered and you will have the satisfaction of having found it out for yourself.
Roger Greendeck Not missing anything Bentleg, its not required if your VFR. Time for a new editor me thinks. 
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The penultimate sentence of the article:
The story is about a pilot who made a silly mistake or two, learned from it, and now wants others not to make the same mistakes. No reason at all to suggest a new editor is needed.
Even all-electric aircraft like the DA40/42 can have the electric master turned off in flight without suffering engine failure. In fact, is there any aircraft of any size whose engines require electric masters to be on?
Regards to all,
O8
...if I had recycled the master switch, the engine would have still run, because...
Even all-electric aircraft like the DA40/42 can have the electric master turned off in flight without suffering engine failure. In fact, is there any aircraft of any size whose engines require electric masters to be on?
Regards to all,
O8
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Oktas, for a pilot to admit that he doesn't understand how the ignition system works is akin to saying he didn't know you have to fill the tanks with petrol for the engine to run. Silly mistake? No, rather an inexcusable lack of knowledge. And there was the lack of knowledge how transponders operate.
there was the lack of knowledge how transponders operate.
I have a problem with the magazine promoting this article, given the errors of fact contained in it.
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Hi Brian. Yes, the lack of knowledge is inexcusable - but sadly more than rare. I support this kind of article because it promotes discussion about a topic that is so basic that it is "assumed knowledge" among most pilots. But on every occasion that I've had a flight test candidate suffer a real ignition or electrical related difficulty in flight, he or she has failed to address it correctly. So perhaps this kind of article needs to be published occasionally to remind aero club pilots of the basics.
The article should have had a more comprehensive error-correction sidebar.
Cheers, O8
The article should have had a more comprehensive error-correction sidebar.
Cheers, O8
The article should have had a more comprehensive error-correction sidebar.
An error-detection and correction sidebar (EDS+C) is an advanced sysytem interfaced with the autopilot and will cut the pilot out of the loop in the event of Human Error. This system is often found on Airbus aircraft.
Error-detection, correction and termination (EDSCT) is under development and will use electrodes in the pilots headset to terminate the pilot if an error is made.
The alarm system is connected to the pilot's brain through his headset and later models interface with Bluetooth adapters on the headset to notify your friends, via Facebook, that you have f
cked up....or he could mean the little boxed column on the last page of the story where a CASA chappy plays Monday's Expert and tells everyone about the blindingly obvious errors made by the hapless pilot
