Electric Failiure
Woah that was a dramatic flight.
My electrical system failed and I was bollocked by the tower. Initially when I saw that the battery was losing charge, I landed, called the airfield and asked what to do. They asked if I wouldn't mind flying it back(around 1 hour) with minimal electrics turned on. I did this and it wasn't really a problem as the 152 hardly needs any electrics, in fact I had everything turned off until near Kissimmee.
Approaching the home airfield, I turned on my transponder and radio and made my call. Then initial call was a bit broken and fearing that it was going to die I set the transponder to 7600. The transponder brings up the aircraft's height and position on the radar at Orlando and 7600 is the code for radio failiure which should set alarm bells ringing. It turns out that Kissimmee control tower were never informed either because of lack of communication or because my battery was already too dead to operate the transponder.
The radio was too broken to read so I reported that my radio was failing hoping that they would pick it up and proceeded to orbit near the field. Whilst doing this I was able to see who was in the circuit and which runway was in use. I also waited for a light signal from the tower but none came. With hawk eyes looking out for other aircraft I started my appoach and then found my (electric) flaps weren't working fully; Something I had expected and one of the very good reasons we practise flapless landings.
The landing was fine but it turns out that I should have orbited over the top of the field as opposed to next to it. This explains my ticking off by the control tower.
Well you live and learn.
*Note. I have written this within a few minutes of landing so apologies if it sounds dramatic, it is still pretty fresh.
My electrical system failed and I was bollocked by the tower. Initially when I saw that the battery was losing charge, I landed, called the airfield and asked what to do. They asked if I wouldn't mind flying it back(around 1 hour) with minimal electrics turned on. I did this and it wasn't really a problem as the 152 hardly needs any electrics, in fact I had everything turned off until near Kissimmee.
Approaching the home airfield, I turned on my transponder and radio and made my call. Then initial call was a bit broken and fearing that it was going to die I set the transponder to 7600. The transponder brings up the aircraft's height and position on the radar at Orlando and 7600 is the code for radio failiure which should set alarm bells ringing. It turns out that Kissimmee control tower were never informed either because of lack of communication or because my battery was already too dead to operate the transponder.
The radio was too broken to read so I reported that my radio was failing hoping that they would pick it up and proceeded to orbit near the field. Whilst doing this I was able to see who was in the circuit and which runway was in use. I also waited for a light signal from the tower but none came. With hawk eyes looking out for other aircraft I started my appoach and then found my (electric) flaps weren't working fully; Something I had expected and one of the very good reasons we practise flapless landings.
The landing was fine but it turns out that I should have orbited over the top of the field as opposed to next to it. This explains my ticking off by the control tower.
Well you live and learn.
*Note. I have written this within a few minutes of landing so apologies if it sounds dramatic, it is still pretty fresh.
posted by > Ed at
8:23 pm
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