The air was cool and the skies clear as my wife and I flew the return trip from Albuquerque to our home in California at 10,500 feet. Approaching Flagstaff, I noticed a cracking and popping sound coming through my primary radio. It was a new GPS/Comm unit and I wondered what could be interfering. It was annoying, but wasn’t really a big deal—or so I thought. Soon, I called Albuquerque Center but received no reply. I tried several times but was unable to establish contact. My only explanation was the mountainous terrain.
This artist’s rendering of an eVTOL has multiblade, ducted-fan thrusters on its wings. Dave Brenner/University of Michigan School for Environment and Sustainability
Key Takeaways:
A pilot initially dismissed radio interference, but subsequent loss of communication and an "off flag" on the standby attitude indicator led to the discovery of a constant discharge on the ammeter, indicating an electrical system failure.
The pilot conserved power, switched to an older radio to contact ATC, and successfully diverted to Pulliam Airport, where they landed safely despite operating solely on battery power due to a broken alternator lead.
The experience emphasized the importance of paying attention to subtle abnormalities, thorough troubleshooting, the reliability of older standby equipment, and the vital assistance provided by air traffic control during emergencies.
The air was cool and the skies clear as my wife and I flew the return trip from Albuquerque to our home in California at 10,500 feet. Approaching Flagstaff, I noticed a cracking and popping sound coming through my primary radio. It was a new GPS/Comm unit and I wondered what could be interfering. It was annoying, but wasn’t really a big deal—or so I thought.
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