Re: Taxi/landing light switch
Posted: Wed Mar 04, 2020 9:18 pm
Frank, waay back about 2001 my generator wasn’t charging during climb-out when I did an instrument scan. I pulled on the Master Switch firmly and it began to charge. I figured the switch must not have been firmly set (although I always check for an ammeter “charge rate” after startup right after I check for oil pressure.)**
Next flight, same thing. I took the switch out and opened it up by bending the little tabs which hold the phenolic backing-plate onto the metal can. The contacts inside were dry and slightly dull (not bright). I used fine-grit sandpaper (wife’s emery board....don’t tell her) to brighten up the contacts. I applied a little “dab” of white lithium grease. I reassembled the switch and it’s worked perfectly ever since.
** This little “after-start” checklist I recommend All to perform: The engine start tests the battery capacity. (If it’ll rotate/start the engine it is capable of storing charge for emergency use, which is the REAL TASK of a battery, not starting.) Immediately after engine-start I check for OIL PRESSure.
Next, I check the Ammeter for BATTERY CHARGE RATE to prove the gen/alt works. THEN I check for vacuum if I have a vacuum pump. THEN I add power to taxi...and THEN I release the brakes (because that tests them. Who wants to taxi without brakes?
During the run-up/magneto-check I make certain the ammeter charge-rate has dropped back down to near-Zero, indicating the battery has re-charged and is safe for take-off (because if the gen/alt then fails after take-off I should have sufficient battery-power to get me around the circuit for landing.)
After exiting the pattern, I do a complete instrument scan again. And again upon reaching cruise altitude. And again beginning descent. And again beginning approach (In-range check), And again during landing-checks. And again after landing/shut-down.
But you guys probably ALL do those things.
Next flight, same thing. I took the switch out and opened it up by bending the little tabs which hold the phenolic backing-plate onto the metal can. The contacts inside were dry and slightly dull (not bright). I used fine-grit sandpaper (wife’s emery board....don’t tell her) to brighten up the contacts. I applied a little “dab” of white lithium grease. I reassembled the switch and it’s worked perfectly ever since.
** This little “after-start” checklist I recommend All to perform: The engine start tests the battery capacity. (If it’ll rotate/start the engine it is capable of storing charge for emergency use, which is the REAL TASK of a battery, not starting.) Immediately after engine-start I check for OIL PRESSure.
Next, I check the Ammeter for BATTERY CHARGE RATE to prove the gen/alt works. THEN I check for vacuum if I have a vacuum pump. THEN I add power to taxi...and THEN I release the brakes (because that tests them. Who wants to taxi without brakes?
During the run-up/magneto-check I make certain the ammeter charge-rate has dropped back down to near-Zero, indicating the battery has re-charged and is safe for take-off (because if the gen/alt then fails after take-off I should have sufficient battery-power to get me around the circuit for landing.)
After exiting the pattern, I do a complete instrument scan again. And again upon reaching cruise altitude. And again beginning descent. And again beginning approach (In-range check), And again during landing-checks. And again after landing/shut-down.
But you guys probably ALL do those things.
