overcharging. To preclude
these
possibilities, an over-voltage
sensor
will
automatically shut down the alternator and the over-voltage warning
light
will
illuminate if the
charge
voltage
reaches
approximately 16 volts.
Assuming
that
the malfunction was only momentary, an attempt shoiild be
made
to reactivate the alternator system. To do
this,
tiurn
both
sides
of
the
master switch off and then on again. If the problem no longer exists,
normal
alternator charging
will
resume and the warning
light
will
go off.
If
the
light
comes
on again, a malfunction is confirmed. In
this
event,
the
flight
should be terminated and/or the current
drain
on the battery
minimized
because
the battery can supply the electrical system for only
a
limited
period of time. If the
emergency
occurs
at night, power must
be
conserved
for later use of the landing
light
and flaps during landing.
INSUFFICIENT
RATE
OF CHARGE.
If
the ammeter indicates a continuous discharge rate in
flight,
the
alternator
is not supplying power to the system and should be shut down
since
the alternator
field
circuit may be placing an
unnecessary
load on
the
system. All non-essential equipment should be turned OFF and the
flight
terminated as
soon
as practical.
ROUGH
ENGINE
OPERATION
OR
LOSS
OF
POWER.
^
CARBURETOR
ICING. ^
A
gradual
loss
of RPM and eventual engine
roughness
may result
from
the formation of carburetor ice. To clear the ice, apply
full
throttle
^
and
pull
the carbiiretor heat knob
full
out
until
the engine runs smoothly;
then
remove
carburetor heat and readjust the
throttle.
If conditions re- ^
quire
the continued use of carburetor heat in cruise
flight,
use the
mini-
mum
amount of heat
necessary
to prevent ice from forming and lean the
mixture
slightly for smoothest engine operation. _
SPARK
PLUG
FOULING.
^
An
engine
roughness
in
flight
may be
caused
by one or more spark tm
plugs becoming fouled by carbon or lead deposits. This may be verified
by
turning
the
ignition
switch momentarily from BOTH to either LEFT or ^
RIGHT
position. An
obvious
power
loss
in single
ignition
operation is
evidence
of spark plug or magneto trouble. Assuming
that
spark plugs ^
are the more
likely
cause,
lean the mixture to the normal lean setting for ^
cruising
flight.
If the problem
does
not clear up in several minutes, de-
3-2
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