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2000
2000
150
140
130
110
100
90
1
120
9
TAS 120KT
OAT 6°C
NAV1 108.00 113.00
NAV2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _° TRK 077°
TRAFFIC
Normal Mode
Display Failure / Reversionary Mode
Figure 11-3. G1000 PFD display in normal mode and in the reversionary mode activated upon system failure.
inspection. In addition to those items normally checked
prior to a visual flight rules (VFR) flight, pilots intending to
fly under instrument flight rules (IFR) should pay particular
attention to the alternator belt, antennas, static wicks, antiicing/
deicing equipment, pitot tube, and static ports.
During taxi, verify the operation and accuracy of all flight
instruments. In addition, during the run-up, verify that the
operation of the pneumatic system(s) is within acceptable
parameters. It is critical that all systems are determined to be
operational before departing into IFR conditions.
Electronic Flight Display Malfunction
When a pilot becomes familiar and comfortable with the
new electronic displays, he or she also tends to become more
reliant on the system. The system then becomes a primary
source of navigation and data acquisition instead of the
supplementary source of data as initially intended.
Complete reliance on the moving map for navigation becomes
a problem during a failure of one, more, or all of the flight
display screens. Under these conditions, the systems revert to
a composite mode (called reversionary), which eliminates the
moving map display and combines the PFD with the engine
indicating system. [Figure 11-3] If a pilot has relied on the
display for navigation information and situational awareness,
he or she lacks any concept of critical data such as the aircraft’s
position, the nearest airport, or proximity to other aircraft.
The electronic flight display is a supplementary source of
navigation data and does not replace en route charts. To
maintain situational awareness, a pilot must follow the flight
on the en route chart while monitoring the PFD. It is important
for the pilot to know the location of the closest airport as
well as surrounding traffic relative to the location of his or
her aircraft. This information becomes critical should the
electronic flight display fail.
For the pilot who utilizes the electronic database as a
substitute for the Airport Facilities Directory, screen failure
or loss of electrical power can mean the pilot is no longer
able to access airport information. Once the pilot loses the
ability to call up airport information, aeronautical decisionmaking
is compromised.
Alternator/Generator Failure
Depending upon the aircraft being flown, an alternator failure
is indicated in different ways. Some aircraft use an ammeter
11-5
Figure 11-4. Ammeter (left) and Loadmeter (right).
Figure 11-5. Double Rocker Switch Seen on Many Aircraft.
that indicates the state of charge or discharge of the battery.
[Figure 11-4] A positive indication on the ammeter indicates
a charge condition; a negative indication reveals a discharge
condition. Other aircraft use a load meter to indicate the load
being carried by the alternator. [Figure 11-4]
Sometimes an indicator light is also installed in the aircraft to
alert the pilot to an alternator failure. On some aircraft such
as the Cessna 172, the light is located on the lower left side
making it difficult to see its illumination if charts are open
Ensure that these safety indicators are visible during flight.
When a loss of the electrical charging system is experienced,
the pilot has approximately 40 minutes of battery life
remaining before the system fails entirely. The time
mentioned is an approximation and should not be relied upon
as specific to all aircraft. In addition, the battery charge that
exists in a battery may not be full, altering the time available
before electrical exhaustion occurs. At no time should a pilot
consider continuing a flight once the electrical charging
system has failed. Land at the nearest suitable airport.
Techniques for Electrical Usage
Master Battery Switch
One technique for conserving the main battery charge is
to fly the aircraft to the airport of intended landing while
operating with minimal power. If a two-position battery
master/alternator rocker switch [Figure 11-5] is installed, it
can be utilized to isolate the main battery from the electrical
system and conserve power.
Operating on the Main Battery
　
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