Your statement on my post to "cut the master switch" .   Quote "
The worst suggestion I have ever heard for a modern equipped aircraft'"  does
you no credit..  

Well Don, let me see.... you want to cut all communication possibilities, location information (GPS, Transponder), backup pilot (AP), turn coordinator (if S-Tec AP equipped), Air Traffic Detector info (if so equipped), electronic ignition system (if so equipped), engine data (if so equipped), any lights at night (if so equipped), stereo music playing the 1812 overture to match the lightning and thunder (if so equipped), O2 supply equipment (if so equipped), electric attitude info (if so equipped), critical AOA info (if so equipped).......yada, yada, yada...... just to diagnose an unrelated problem.

 

Then, after struggling with keeping the airplane aloft without electrics and doping out the failure checklist (mentally or physically), the Master may be turned on only to watch time elapse while everything struggles to restart, including the alternator (the Master did take out the field voltage too, didn't it?). 

 

Gee, the last time I had a gear problem (Skymaster, Duluth, MN, 1997), all I asked ATC was "could I circle north about three miles until I get this straightened out?" Response, "Sure, keep us informed."  Luckily, I had a passenger that could read and asked if he would scan the "emergency gear extension" checklist - it turned out that low hydraulic fluid would stop the pump, but allow the hand pump to further drain the reservoir and lower the gear to the green light (oh, that's right, I need power to see that).  Otherwise, lacking a human passenger (some take their dogs with them) I would have used the AP to do the reading - oops, I meant flying whilst I did the reading, pumping, brow mopping, dog calming, etc. 

 

Turning off the Master should only be done when the electrical fire's smoke is in the cockpit (public area, no smoking allowed), unless there is an essential bus system - then, on with the E-Bus, off with the Master (at least 1/2 my e-ignition is now still operational).  Turn the AP on, keep ATC informed, all the while flying the aircraft (oh yeah, the AP is actually doing the flying while I try to figure out what is really wrong).  It certainly should not be done because of a gear problem when so many other KISS alternatives are available - like removing all the power to the gear system by pulling one breaker - then thoughtful discourse may occur with your good angel as to the next step (training and experience aside).  That's KISS. 

 

OK, I'll take one debit even though I don't know the pin number.