Alternator failure today.

Half Fast said:
And that’s why I carry a spare set of batteries.
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But then you're stuck fumbling around, changing batteries in a less-than-optimal situation. Recharging my hand-held is a normal maintenance item noted on the dry-erase board in my hangar. It gets topped off every three months.
 
SoCal RV Flyer said:
But then you're stuck fumbling around, changing batteries in a less-than-optimal situation. Recharging my hand-held is a normal maintenance item noted on the dry-erase board in my hangar. It gets topped off every three months.
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I put fresh batteries in regularly, in addition to having the spares. If your rechargeable battery dies and you can't swap batteries, you're screwed. Best to have as many options as possible.
 
I used to carry an expired 12v ELT battery that I could plug into the instrument panel and power the ship's radios.
 
This thread reminded me to charge my handheld. It's usually in the glove box of my car and I use is cruising the airport in my golf cart. Both batteries were dead.

Thanks for the reminder!
 
Back in the days of digital pagers, I used to carry a dead battery with me for emergencies....
 
Rgbeard said:
SO, for the Monday-morning quarterbacks: No, I didn't choose another airport. I continued onward.
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Have never done it before, but I'll be THAT guy this time. You should have taken the first available field.

I "lost" an alternator on a night flight a few years ago in the Tiger. Had always "heard" you'd have at least 30 minutes of power after losing it. I was 12 miles from my home field. From the time the alternator was lost, to smoke in the cockpit and TOTAL electrical failure was less than 10 seconds. Sometime at the end of that short span, my battery exploded. I didn't have to make a decision about "pressing on" ... my field was the closest. I had options to set down on I-10 or a 4 lane near my field if necessary. I got a LOT done in that 10 second span (shutdown non-eseential and prep fire extinguisher). Also. the Iphone light worked better than all of the flashlights I had on board in penetrating smoke. I vented after insuring no in-cockpit fire.

On inspection: the alternator separated into two and rotated 30* ... the smoke was from the belt turning over a non moving pulley, mechanic never gave a reason for the battery letting go, but it was a mess.

In short, you were lucky it was a simple single point failure and didn't escalate.
 
Battery exploding *sounds* like a sudden dead short, which is possible if the alternator output stud rotated into something grounded. The spike may have lasted long enough the battery gave it up before the breaker could pop. Just guessing. Would hate to have to clean that mess up!
 
danhagan said:
Have never done it before, but I'll be THAT guy this time. You should have taken the first available field.

I "lost" an alternator on a night flight a few years ago in the Tiger. Had always "heard" you'd have at least 30 minutes of power after losing it. I was 12 miles from my home field. From the time the alternator was lost, to smoke in the cockpit and TOTAL electrical failure was less than 10 seconds. Sometime at the end of that short span, my battery exploded. I didn't have to make a decision about "pressing on" ... my field was the closest. I had options to set down on I-10 or a 4 lane near my field if necessary. I got a LOT done in that 10 second span (shutdown non-eseential and prep fire extinguisher). Also. the Iphone light worked better than all of the flashlights I had on board in penetrating smoke. I vented after insuring no in-cockpit fire.

On inspection: the alternator separated into two and rotated 30* ... the smoke was from the belt turning over a non moving pulley, mechanic never gave a reason for the battery letting go, but it was a mess.

In short, you were lucky it was a simple single point failure and didn't escalate.
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I would agree...an alternator failure can take many forms...in one case I’m aware of, it also cracked the engine case, resulting in substantial oil loss.
 
MauleSkinner said:
I would agree...an alternator failure can take many forms...in one case I’m aware of, it also cracked the engine case, resulting in substantial oil loss.
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Wasn't there an AD out way back? The gear driven alternators were having bearing failures which would as you say lead to major problems with the engine, up to and including total failure. Probably thirty years ago now, *sigh*
 
Lantraxco said:
Wasn't there an AD out way back? The gear driven alternators were having bearing failures which would as you say lead to major problems with the engine, up to and including total failure. Probably thirty years ago now, *sigh*
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That wasn’t what caused this one.
 
I don't have an electrical system.
But,
I do have a handheld radio (Yaesu FTA-750 with built-in GPS, VOR, ILS etc.
Unfortunately, it's only good for about 2 hours of continuous use.
I carry a 14 volt 5,000 MAH LIPO from one of my RC models with a "cigarette lighter" adapter and an assortment of charger adapters that fit the radio, phone, and cameras.
When I need it, I just plug the radio or whatever in and recharge it.
Cheap insurance.
 
Kritchlow said:
Boy I hope so.... would be hard to do a dead battery NORDO VOR approach.
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That was what I wondered. If the destination had remained IFR and the battery failed what was the plan?
 
Pshhaw, this thread is barely out of the diaper stages. But out of everything that can go wrong flying single engine piston, losing the alternator would be my preference over a lot of other possibilities.
 
masloki said:
But out of everything that can go wrong flying single engine piston, losing the alternator would be my preference over a lot of other possibilities.
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Well, except maybe that annoying GPS glitch where you end up in Vegas...
 
masloki said:
Pshhaw, this thread is barely out of the diaper stages. But out of everything that can go wrong flying single engine piston, losing the alternator would be my preference over a lot of other possibilities.
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And you don't even need to experience that if the 500-hour alternator inspections are done as per airframe manufacturer's demands.

Alternators, magnetos and vacuum pumps are three items commonly run to failure, and there is absolutely no justification for it, not even financial. Getting stuck in some out-of-the-way place is neither cheap nor convenient. A rental outfit loses revenue and sometimes renters if it keeps running such stuff until it quits.

At the RPM aircraft alternators are running, they eat their brushes a lot faster than the alternator in your car. There is no comparison.

Edit: I see I said all that in posts #19 and #30. Nobody pays any attention anyway. It's OK; it's more revenue for the mechanics. Lots more.
 
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