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In 2003, mechanical and maintenance were the major cause
of 15% of all GA accidents, and 7.5% of fatal accidents
Typically,
one mistake or failure—a precipitating event—leads
to another in a cascading series of malfunctions and mistakes,
culminatiing in an accident. This is called the accident
chain.
By any calculation, the average pilot could
fly many, many lifetimes without having an accident of
any sort, let alone
a much more rare fatal mishap.
In 2003, electrical/ignition
failures accounted for 3% of all accidents, and 0% of fatal
accidents.
2004 Nall Report
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CIRRUS Monthly Proficiency Program
3 part series on IFR operations
August – Part 1: Electrical Systems
ALT 1 Failure (continued)
- Follow the appropriate checklist in the POH
under the red emergency tab.
- If you are unable to bring the alternator
back online, begin reducing the load on the Non-Essential Bus,
Main Bus 1 and Main Bus 2, which are fed by the Main Distribution
Bus. This is to conserve BAT 1 power. Manually power down items
that don’t require pulling circuit breakers. If you still
need to reduce the load, then begin to pull circuit breakers as
needed.
- Consider powering items down in the
following order:
- Transponder – notify ATC (Air Traffic Control)
- Pitot heat (only if able)
- Garmin #2
- Audio panel (pilot will still
be able to communicate with ATC)
- Airplane lighting
- Strobes
- Navigation
- MFD (need to pull a circuit
breaker)
- If you need to shut everything
down immediately on the Non-Essential Bus, turn off BAT
1. By turning off BAT 1, you will completely de-energize the Non-Essential
Bus in the MCU and also conserve all of BAT 1.
- This will
ensure that you have adequate BAT 1 power for your landing
to power pitch and roll trim, landing light and flaps.
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