Gerber Gouge Fams

BI 4
1. Discuss:

a. Primary governor failure

Normally, the primary and overspeed governor and fuel topping function will act in sequence to hold propeller rpm within suitable range to continue flight or to reach a suitable repair facility. If the propeller is being governed by the fuel topping governor alone, expect moderate surges in propeller rpm, N1, torque and fuel flow as fuel topping activates and deactivates. Depending upon the type of failure, proceed as follows:

Propeller RPM 2200-2332 RPM (Primary Governor Failure):
1) Attempt to adjust rpm to normal operating range by manipulation of the condition lever. If normal indication is restored, continue flight.

2) If adjustment of the condition lever fails to produce normal propeller response, land as soon as possible utilizing PEL procedures.

Propeller RPM above 2332 RPM (Overspeed Governor Failure):
1) Attempt to adjust rpm to normal operating range by manipulation of the condition lever. If normal indication is restored, land as soon as practical using normal procedures.

2) If adjustment of the condition lever fails to produce normal propeller response, land as soon as possible utilizing PEL procedures.

CAUTION - Advancing the EPL beyond the point at which the fluctuations are minimized will aggravate the overspeed condition.

NOTE - If activation of the primary fuel topping governor has occurred, Py air will be bled automatically and fuel flow will be reduced towards minimum, causing corresponding fluctuations in N1, torque, fuel flow, and prop rpm as rpm surges to 2398 and is then reduced again by the fuel topping function. Engaging the EPL will lessen the severity of low-end fluctuations.

Propeller feathers:
1) Condition lever - FULL INCREASE RPM

If propeller remains feathered:
2) PCL - ADVANCE (as required)

NOTE - In the event of a primary governor shaft failure, the propeller will move toward feather; however, unboosted engine oil pressure alone may be sufficient to maintain propeller pitch between feather and normal governing rpm range at high-power settings. Resultant power may be sufficient to maintain level flight.

If the resultant power does not improve performance:
3) PCL - IDLE

4) Execute ENGINE FAILURE procedures.

NOTE - Because it is feasible for the propeller to unfeather and restore useful power, consideration should be given to leaving the condition lever at FULL INCREASE RPM until intercepting the emergency landing pattern (ELP).

NOTE - Generator power will not be available after engine shutdown.

        Propeller RPM fluctuations:
        Propeller rpm fluctuations caused by fluctuating blade angle will be accompanied by a corresponding torque flux and will be audible. Propeller rpm fluctuations may be caused by a faulty propeller overspeed governor test circuit or a malfunctioning primary governor. A malfunctioning primary governor may be caused by metal particles in the oil system and may therefore be the precursor to a chip light. Proceed as follows:
        1) PROP TEST circuit breaker - PULL

If fluctuations cease, continue flight. If fluctuations continue:
2) Land as soon as possible using PEL procedures.

b. Unsafe gear indications

a. Hard landings

In the event of a hard landing where possibility of gear or structural damage is suspected, proceed as follows:

If on the runway:
1) Execute a FULL STOP, runway permitting. Apply brakes only as required (to avoid additional loads that may collapse gear). Do not attempt to taxi the aircraft.

If airborne:
2) Leave the landing gear down and have gear inspected by another aircraft or the tower. If the inspection reveals no visible damage, execute a normal full-flap landing and proceed as in step 1. If visual damage is confirmed, execute appropriate landing gear emergency procedure listed below.

Airborne landing gear inspections:
1) Climb to at least 2000' AGL.

WARNING - Below 2000' AGL, insufficient altitude may preclude a successful bailout in the event of a midair collision. If conditions preclude VFR operations at or above 2000' AGL, an airborne visual check is not recommended. Obtain a visual check from tower if possible.

2) Conduct sufficient cockpit-to-cockpit communications to coordinate joinup, inspection, and separation.

WARNING - Abrupt changes in airspeed, attitude, and altitude shall be avoided.

        3) Inspecting aircraft should check the following:
            a) General condition of the landing gear
            b) Tire inflation and condition
            c) Mechanical downlock in extended position.
            d) Inboard landing gear doors for any gapping
            e) Struts for visible hydraulic fluid
            f) Illumination of external landing gear position lights

b. Gear emergencies

        Landing gear emergency extension:
        If a landing gear problem is encountered or suspected, the gear should never by cycled because reextending the gear could aggravate the problem. Extend the gear manually and land as soon as practical.

        1) PULL. Pull out LDG GEAR PWR and CONT circuit breakers (the first two in the third row).

        2) DROP. Drop the gear handle.

3) UNLOCK. Unlock the clutch knob.

4) PUSH. Push the knob down to engage the hand crank.

5) CRANK. Crank gear down until handle cannot be moved further. Check gear position indicators (you will have to push in the LDG GEAR POSN circuit breaker to check the position if it was pulled due to a wing fire or something of the sort).

6) DISENGAGE.

WARNING - The handcrank must be disengaged from the driveshaft after extending the gear manually; otherwise, subsequent operation of the gear electrically will cause the crank to spin rapidly with possible injury to personnel and damage to the system. Any spinning of handcrank shall be reported to maintenance personnel.

CAUTION - The landing gear emergency extension system is designed and stressed only for extension and should not be used in an attempt to retract the gear except in an extreme situation.

        Unsafe landing gear position indication below 150 KIAS:
        If landing gear position indication does not match the position of the landing gear handle or the red (in transit) light is illuminated, proceed as follows:
        1) Execute EMERGENCY LANDING GEAR EXTENSION procedure.

If proper indication of landing gear position is achieved, land and investigate cause of original indications. If unsafe landing gear position indications exist, proceed as follows:
2) Obtain visual check of landing gear position.

3) If visual check confirms landing gear appears down and locked, land with caution. Roll out straight ahead using brake application and beta only as necessary. Stop on runway until gear is inspected.

If visual check confirms an unsafe gear position:
4) Perform a landing gear unsafe emergency landing.

        Unsafe landing gear indication (landing gear handle up) >150 KIAS:
        An unsafe landing gear up indication at high airspeeds may be caused by “gapping” of the inboard landing gear doors as a result of aerodynamic pressures. Proceed as follows:
        1) Reduce airspeed. If safe indication is obtained do not exceed speed at which indication changed to unsafe. Note occurrence in appropriate maintenance form.

2) If unsafe indications persist with airspeed below 150 KIAS, execute the Unsafe Landing Gear Position Indication Below 150 KIAS procedure.

        Landing gear unsafe emergency landing:
        If unsafe landing gear position indication persists with the gear handle down and a visual check confirms landing gear unsafe, proceed with one of the following procedures:
        1) Landing with gear up
        2) Landing with one main gear retracted
        3) Should the nosegear fail to extend fully
        4) Landing with nosegear retracted

        Landing with gear up:
        If the gear fails to extend, a wheels-up landing can be made on either hard or soft ground; however, a hard surface is preferable since sod tends to roll up into chunks, damaging the underside of the fuselage. To accomplish a gear-up landing, proceed as follows:
        1) Oxygen mask - DON

2) Loose items in cockpit - SECURE

3) Parachute - UNFASTENED

4) Harness - LOCKED

5) Make normal approach, full flaps

NOTE - If crosswind component is out of full-flap limitations (15 kts or greater), consideration shall be given to making a no-flap approach.

6) Canopy - EMERGENCY OPEN

NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.

7) Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN

NOTE - The aircraft will float significantly in ground effect with the gear up and the propeller in feather. Plan the approach accordingly.

8) Emergency fuel shutoff handle - PULL

9) Battery switch - OFF

When aircraft comes to a rest:
10) Harness - RELEASE

11) Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).

        Landing with one main gear retracted:
        A gear-up landing is preferred to a landing with one main gear retracted. However, if such a landing cannot be avoided, proceed as follows:
        1) Oxygen mask - DON

2) Loose items in cockpit - SECURE

3) Parachute - UNFASTENED

4) Harness - LOCKED

5) Make normal approach, full flaps. Plan to land on the extended gear side of the runway.

NOTE - If crosswind component is out of full-flap limitations (15 kts or greater), consideration shall be given to making a no-flap approach.

6) Canopy - EMERGENCY OPEN

NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.

7) Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN

8) Emergency fuel shutoff handle - PULL

9) Battery switch - OFF

10) Touch down smoothly on the extended main gear and hold the opposite wing up with aileron as long as possible after the nosewheel touches down.

11) When the wingtip strikes the ground, apply maximum opposite brake pressure.

When aircraft comes to a rest:
12) Harness - RELEASE

13) Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).

        Should the nosegear fail to extend fully:
        If the nosegear should fail to extend fully and is free swinging, it may be possible to achieve an overcenter locked position by using the following procedures:
        1) Flaps - DOWN

        2) Airspeed - SLOW TO 80 KIAS

3) Make gentle pitching oscillations using positive g’s to swing the nosegear into the locked position.

4) Land using LANDING WITH NOSEGEAR RETRACTED procedures outlined below.

5) If the nosegear supports the aircraft, smoothly apply full forward stick to maintain pressure on the nosegear and do not allow the nosewheel to bounce on the runway.

        Landing with nosegear retracted:
        1) Oxygen mask - DON

        2) Loose items in cockpit - SECURE

3) Parachute - UNFASTENED

4) Harness - LOCKED

5) Make normal approach, full flaps

NOTE - If crosswind component is out of full-flap limitations (15 kts or greater), consideration shall be given to making a no-flap approach.

6) Canopy - EMERGENCY OPEN

NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.

7) Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN

8) Emergency fuel shutoff handle - PULL

9) Battery switch - OFF

10) After the main gear touches down, hold the nose up with aft stick. As the stick approaches full aft and elevator authority is lost during the rollout, lower the nose gently to the deck while pitch control is still available.

When aircraft comes to a rest (the below two steps are not mentioned in the NATOPS, however, you’ll want to do them anyway):
11) Harness - RELEASE

12) Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).

c. Bleed air warning light

1. Cockpit environmental control lever - FRESH AIR INCREASE

2. If the light remains illuminated with cool air coming out of the fresh air ducts, the warning light is giving a false indication.

3. If the light remains illuminated with hot air coming out of the fresh air ducts, land as soon as practical using normal procedures.

2. Introduce:

a. S-1 pattern

This pattern is flown in VPS (550 ft-lbs, 1 degree nose up, 130 kts) and on any numbered heading. It consists of a 1000 fpm descent for 1000 feet, followed by a 1000 fpm climb for 1000 feet. This series of descents and climbs is performed twice.

Procedures:

1) Descent. Three (3) seconds prior to 6 or 12 on clock, reduce power to 250 ft-lbs, lower the nose to 2 degrees nose down, and trim on the gyro for a 130 kt descent. Begin your constant rate descent scan. Checkpoints are 250 feet of altitude equals 15 seconds on the clock.

a) If ahead of schedule. Check your airspeed (every knot counts). If the clock is say at 30 seconds and your altitude has dropped 600 feet, add power and pull the nose up a degree or so to maintain airspeed until back on schedule.

b) If behind schedule. Check your airspeed! If the clock is say at 15 seconds and you have only dropped 200 feet you’ll need to pull power slightly (25-50 ft-lbs) and lower the nose to maintain 130 kts.

2. Climb. Three (3) seconds prior to the end of the descending minute or 50 feet prior to the end of the 1000 ft descent, whichever comes first, begin your climb. Add power to 850 ft-lbs, raise the nose to 4 degrees nose up, and trim on the gyro for a 130 kt climb. Begin your constant rate climb scan. Checkpoints are 250 feet of altitude equals 15 seconds on the clock.

a) If ahead of schedule. Check your airspeed (every knot counts). If the clock is say at 15 seconds and your altitude has increased by 300 feet, reduce power and lower the nose slightly until you regain profile.

b) If behind schedule. Check your airspeed! If the clock is say at 30 seconds and you have only climbed 400 feet you’ll need to add power and raise the nose to maintain 130 kts.

3. Descent. Three (3) seconds prior to the end of the climbing minute or 50 feet prior to reaching your original altitude, whichever comes first, begin your descent. Simultaneously, reduce power to 250 ft-lbs, apply left rudder (for power reduction), and lower the nose to 2 degrees nose down. The rest of the procedures for the second down/up are the same as the first.

In both climb and descent the final checkpoint will be 250 feet prior to the transition because even if there is an error, there isn’t a lot of time correct it. What it is good for is to determine whether to transition on clock or altitude. For example, if in a climb, the altimeter reads 250 feet to go and 10 seconds prior to transition time, you are behind in the climb rate, and will have to transition on the clock (3 seconds prior).

4. Completing the Maneuver. Level off on your original altitude in VPS. Return to normal cruise (150 kts, 0 degrees nose up, and 650-700 ft-lbs) when directed by your instructor.

        Common errors:

        1. Not entering VPS prior to starting the pattern.
        2. Not transitioning at proper time or altitude. After the last 250 feet checkpoint you should anticipate the transition.
        3. Not transitioning entirely on gyro, especially attempting the transition while watching the altimeter.
        4. Not using rudder during power changes, resulting in heading drift.

b. Penetration maneuver

This procedures is normally executed over a radio facility; however, for training purposes only, the airwork procedures will be taught by assigning a penetration heading and level off altitude with no reference to a radio facility.

Procedures:

1) Following at least one (1) minute on the penetration heading, the instructor will pass the controls.

2) CHECKLIST. Once you have control, complete the penetration checklist aloud to your instructor:

ICS “OXYGEN 100%, FUEL QUANTITY, 350 LBS LEFT, 360 LBS RIGHT, COCKPIT DEFOG CONTROL SET AS REQUIRED SIR”

3) PENETRATION DESCENT. When the checklist is complete, you are established on your penetration heading, and cleared by your instructor:

a) POWER. ATTITUDE. Reduce power to IDLE, and simultaneously lower the nose 13-15 degrees nose down.

b) TRIM. Trim left and down as the aircraft accelerates to 180 kts. About 2-3 kts prior adjust the nose (11-13 degrees nose down) to maintain 180 kts and RETRIM. You should be falling at 4000 fpm.

c) 10000’ CHECKPOINT. Commence a LEFT 30 degree AOB descending turn for 210 degrees. The nose will have to be adjusted up approximately 2 degrees and trimmed up because of the slight loss of vertical lift.

d) ROLLOUT. CLOCK. Upon rolling out of turn (using 1/3 rule) your lift will increase you place ahead and lower the nose about 2 degrees to maintain 180 kts. Check the clock immediately and fly a straight leg for one minute.

e) ONE MINUTE LATER. Execute a shallow RIGHT turn (15 deg AOB) to the reciprocal of the initial penetration heading (approximately 30 degrees of heading change will be required.

f) 1000’ ABOVE LEVEL OFF. Increase power to 250 ft-lbs and slow the rate of descent by smoothly raising the nose half-way (5-7 degrees nose down) toward the level flight attitude. As the aircraft decelerates, check that the VSI has stabilized, and set a 500-1000 fpm rate of descent. Continually ease the nose up as airspeed decreases towards 120 kts. and TRIM right/up.

g) LEVEL OFF. Normally, you will reach the assigned LEVEL OFF altitude before reaching 120 kts. If so, begin level off 50’ prior to assigned altitude. Leave the PCL at 250 ft-lbs until airspeed approaches 120 kts (then advance to 450-500). Continue to trim right/up. The nose should be about 1.5 degrees nose up, when on the level off altitude.

NOTE - This transition to a Level Off can occur prior to the completion of the 210 degree turn, during the one-minute straight leg, or even after the turn back to the reciprocal heading. It is dependent upon the assigned Level Off altitude and the rate of descent.

h) COMPLETE. The penetration maneuver is complete when the aircraft is on the reciprocal of the penetration heading at 120 kts and on assigned LEVEL OFF altitude.

Common errors:

        1) Not maintaining attitude scan while performing penetration checklist approaching penetration site. Losing or gaining altitude.
        2) Not trimming nose down during transition to 180 kt descent.
        3) Not raising nose slightly (2 degrees) in 210 degree turn.
        4) Over controlling nose during Level Off; poor trim during last 1000 feet of descent.
        5) Not watching nose attitude during turn to reciprocal heading. The nose will tend to fall through during this turn.
        6) Not timing out the penetration turn.
        7) Not trimming for deceleration from 180 to 120 kts.

3. Practice:

    a. ICA
    b. Straight and level flight
    c. CRT
    d. CRC/D
    e. GCA maneuver
    f. UA-FP
    g. Direct to a VOR or TACAN