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- 1.PERSONAL EQUIP - DISCONNECT
- 2.BRAKES - RELEASE
- 3.CANOPY/DOOR - OPEN
- 4. AIRCRAFT -ABANDONNOTE:
- if fire, obstructed canopy or overturned a/c make normal escape from the front seat impossible, either fold backrest and leave through rear door or use canopy breaker in order to escape through the canopy.
ENG FIRE ON GROUND
- 1. FUEL SELECTOR - OFF
- 2.THROTTLE - FULL FWD
- 3.ENG - CRANK(if not running)
- 4.BATTERY - OFF
- 5.EPU - OFF
- 6.MAGNETOS - OFF
- 7. GROUND EGRESS - EXECUTE
- use a/c fire extinguisher, if deemed effective.
- major reasons for aborted t/o:
- complete or partial loss of power. Fire or overheat indication. Tire failure. Fuel flow zero. Other abnormal readings or functions such as low manifold pressure, low RPM, rough engine ops etc. misjudgement of available t/o distance.
- 1.THROTTLE - IDLE
- 2.BRAKES -APPLY MAX
- With obstacles ahead and insufficient braking action, ground loop a/c
ENG FAILURE DUING T/O
- A. DURING T/O - ABORT
- B. DURING INITIAL CLIMB
- 1. NOSE - LOWER
- 2. FLAPS - AS DESIRED
- 3. LAND - AHEAD
- never try to turn back to the R/W
- slight course deviation in order to avoid obstacles are allowable, airspeed permitting.
- If time permits, continue FORCED LDG.
ENG. FAILURE IN FLIGHT
- if unable to maintain safe alt. execute BAIL-OUT, FORCED LDG or DITCHING
- 1. AIRSPEED - 80 KIAS
- 2. FLAPS - UP
- 3. MAGNETOS - BOTH ON
- 4. AUX FUEL PUMP - ON
- 5. FUEL SLECTOR - BOTH ON
- 6. MIXTURE - RICH
- 7. ALT. AIR - PULL
- if eng. has stopped and time permits, execute appropriate ENG AIRSTARTS
ENG AIRSTART, PROP ROTATING
- 1. MIXTURE - CUT OFF
- 2.THROTTE - FULL FWD
- after 3-5 sec back to 10mm open
- 3. MIXTURE - RICH
ENG AIRSTART, PROP STOPPED
- 1. MIXTURE - CUT OFF
- 2. THROTTLE - 10MM OPEN
- 3. RIGHT MAGNETO - OFF
- 4. STARTER BUTTON -
- PRESS UNTIL ENG FIRES
- 5.MIXTURE -
- RICH WHEN ENG. FIRES
- 6 RIGHT MAGNETO ON - ON
SMOKE OR FUMES IN COCKPIT
- 1. CABIN HEAT & VENT - OFF
- 2. FRESH AIR SCOOPS - OPEN
- Continue ENG FIRE IN FLIGHT or ELECTRICAL FIRE as applicable.
ENG FIRE IN FLIGHT
- A. FIRE CONFIRMED
- 1. CABIN HEAT & VENT - OFF
- 2. FUEL SELECTOR - OFF
- 3. THROTTLE - FULL FWD
- 4. MAGNETOS - OFF
- 5. EXECUTE BAIL-OUT, FORCED LDG OR DITCING - AS APPLICABLEWARN:
- Do not attempt to restart.
- B. FIRE NOT CONFIRMED
- 1. LAND - AS SOON AS PRACTICAL
- 1. GENERATOR - OFF
- 2. BATTERY - OFF
- 3. LAND - AS SOON AS POSSIBLE
- If fire and/or smoke continues
- 4. EPU battery - Off
- If necessary for continued flight
- 5. Unnecessary equipment - Off
- 6. Battery - On
- The electricak EMERGENCY POWER UNIT (EPU) will supply sufficient power to the ST_BY ATTITUDE INDICATOR, the VHF-2 COM radio and the MAP LIGHTS for approx 2 hours
- If equipment on the secondary bus is necessary for completion of flight the generator must be switched on.
OIL SYSTEM FAILURE
Oil pressure warn light illuminates (6.5 +/-2) and/or low oil pressure indication.
- 1. RPM & POWER - LOWEST PRACTICAL
- 2. LAND - As soon as possible(or practical if oil pressure is above 25 psi)
- Reduction of power and minimizinv G forced will generally prolong the engine operating time, prior to complete engine failure.
- In case of total loss of oil pressure loss the propeller blades move into coarse pitch (low RPM), and thereby reduce available power.
GEN caution light illuminates (below 25v +/- 0.5)
- 1. EPU switch - check on
- 2. Generator switch - Off
- 3. Unnecessary elec. equip. - off
- Switching the generator switch OFF disconnects the secondary bus. If equipment from the secondary bus is needed for completion of flight proceed as follows
- 4. Generator field C/B - Pull
- 5. Generator switch - On
- 6. Land - as soon as practical
- Pulling generator FIELD C/B disconnects the generator from the electrical system. The aircraft main battery will thereafter supply electrical power to the primary bus and secondary bus if the generator switch is on, for a period of approx 30 min., where the duration of the period depends upon:
- a) Battery capacity and condition
- b) Electrical load on primary and secondary busses
- c) battery temperature.
- EMERGENCY POWER UNIT (EPU) will under normal circumstances supply sufficient electrical power to the Emergency Bus for a period of at least 2 hours, time taken from the time when the generator stopped supplying electrical power.
- If electrical failure occurs during IMC, attempt to optain VMC as soon as possible. If VMC is not obtainable, land as soon as possible.
BAIL-OUT FRONT SEAT
Before bail-out, conditions permitting
- 1. Crew - warn
- 2. IFF/SIF - Emerg.
- 3. Radio - MAYDAY
- 4. Airspeed - 80 kts
- 5. Helmet visor - lower
- 6.Microphone - turn away
- a. Minimum height for abandoning the aircraft is 1500' agl
- b. If the aircraft is out of control (spin, dive etc.), ABANDON before passing 3000' AGL
- Establihment of the minimum heights are based on following:
- - the aircraft is descending during bail - out
- - foreseenable reaction time
- - a minimum parachute deployment height of 500' AGL
- If insufficient altitude perform FORCED LDG
- 1. CANOPY - OPEN
- 2. SEAT BELTS -RELEASE
- 3. AIRCRAFT -ABANDON
after bail-out, when clear of aircraft
- 1. "D-RING" - PULL
- 2. DINGHY PACK -LOWER
- 3. LIFE JACKET - INFLATE
- 4. LANDING POS. - ASSUME
- after ldg.
- 1. HARNESS - RELEASE
- The SARBE (SLB 1000) must be activated manually
- 1. AIRSPEED - 80 KIAS
- 2. LDG AREA - SELECT
- 3. IFF/SIF - EMERG
- 4. SEAT BELT - TIGHT&LOCKED
- 5. RADIO - MAYDAY
- 6. FUEL SELECT.- OFF
- 7. THROTTLE - FULL FWD
- 8. MAGNESTOS - OFF
- Adjust bank and key positions throughout the pattern to compensate for wind, using a max of 45o bank.
- Aim to join the forced ldg pattern on one of the key positions, taking the prevailing wind into consideration
- for max glide distance (1,5nm / 1000') maintain 80kts
- SIMULATED FORCED LDG.
- 1. Throttle - Idle
- 2. Before or at HIGH KEY pos. perform BEFORE LDG CHECK
- The eng. must be cleared by opening the throttle to 26" MP for 3 sec for every 1000' of gliding at IDLE PWR to remove lead from spark plugs
- High key: 1500' AGL (30o/20o AOB)
- Low key:7-800' AGL (Flaps?)
- Final : 3-400' AGL (FLY THE A/C)
- 1. FORCED LDG CHECK - COMPLETE
- 2. CREW - WARN
- Just before ditching:
- 3. CANOPY/DOOR - OPEN
- After ditching:
- 4. AIRCRAFT - ABANDON
- Do not inflate life jacket until clear of aircraft.
- The SLB1000 must be activated manually.
- To eliminate the possibility of being trapped inside the aircraft, which is likely to flip inverted, select deeper rather than shallow water.
- Ditch aircraft up-wind in a full stall attitude, but in heavy sea along and on falling side of waves.
EPU BATTERY MALFUNCTION
EPU BATTERY malfunction is indicated by inoperative ST-BY ATTITUDE INDICATOR, VHF-2 COM radio and map lights.
1. EPU switch - check on
If EPU switch is on and the items above still are inoperative
- 2. EPU switch - Off
- 3. Land - As soon as prac.
CANOPY UNLOCKED DURING FLIGHT
Canopy warning light illuminates, the canopy audio signal sounds, or it it obvious the canopy is not proper locked during flight.
- 1. airspeed - 80 kias
- 2. Land - ASAP
- Do not touch canopu lock handle until ldg roll is complete.
- Avoid abrupt pitch changes and fly a straight-in approach.
If structural damage occurs in flight (over-G, over speed, bird strike etc.) proceed as follows:
- 1. configuration - do not change
- 2. Land - As soon as prac.
- Fly a pwr on straight in app requiring minimum flare.
If experiencing runaway trim or any other trim malfunction:
- 1. Pitch trim C/B - Pull
- 2. Trim - Use manual trim
- 3. Land - as soon as prac
TIRE / BRAKE FAILURE
If time permits, consider reducing fuel load before attampting to land.
- Main wheel tire failure dure t/o or ldg roll:
- - Avoid braking flat tire if possible
- Nose wheel tire failure:
- - Avoid braking if possible and keep nose high.
- With one main tire flat land on the side of the R/W corresponding to the good tire. If main tire tread separation occurs, the brake line may be damaged, resulting in inoperative brakes.
- With one brake inoperative, avoid braking. If braking is necessary land on the side of the R/W corresponding to the inoperative brake.