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What WAS the problem?
Dale,
Whoah... you lost me. Exactly what did you identify as the culprit? Something doesn't jive with your story here... the battery, if in good shape, together with just one alternator would have more than ample capacity to cycle the gear up or down into locked positions, as it is a pressure switch that turns off the power pack, not high current. When you say the brushes "hung-up", what do you mean? Either the brushes are working ... or they're not.
Sometimes you will get a very brief, intermittant, alternator NOT CHARGING yellow light showing up when your electrical load is light, or the RPM's aren't synched up because it IS a parallel system, not in series, and the alternators are sharing the load. You can shut one alternator down using the alternator split rocker switches and proceed with a flight without a problem.
A battery doesn't necessarily have to be changed out, but more importantly, REGULARLY SERVICED, checking fluid levels and specific grafity of each cell. A volt-ohm meter is also useful in checking the battery voltage in between flights. Nominal voltage will be 23 volts, so anything above is usually indicative of a good battery... but ALWAYS check the fluid level until some history of use is determined, and using distilled water ONLY, keep the level at the "rings" in each cell. If you don't fly the airplane at least every couple of weeks, it will naturally discharge just from just sitting.
Did you know that a "dirty" battery will discharge itself? Yes, electroytic solution not properly washed off and neautralized around the battery top can discharge the battery. Always clean the battery out of the ship by flushing it with a solution of baking soda, and then fresh water, making sure that none of this enters the battery vents.
Before the connections are made, use some petroleum jelly around all of the terminals, screw threads, nuts, washers and contacts... this will help in preventing self-discharge and also keep the connections electrically sound.
Every couple of weeks, check the battery voltage with a VOM across the battery contactor and ground. And keep your battery conditioned by placing a trickly charge on it every few weeks if the airplane is being flown infrequently. Doing this will keep your battery in tip-top shape and your battery will outlast most everyone else's.
My last Gill 242 lasted for SIX long years. And another battery that was discarded by someone who didn't have knowledge of batteries... well, his gave up the ghost after a year, primarily because he never check the fluid level. He was endured to the FBO for $250 for a replacement & install... meanwhile I was able to get hold of the old one, rejuvenate it and currently use it for a serviceable spare. What you don't know can COST you a bundle.
SkyKing
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