a.  Electrical fire (IMC)

        1)  Electrical/Unknown Origin (IMC).

            a) Utility bus switches - OFF
            b) All other nonessential equipment - OFF (NTVLAST)
            c) Reduce airspeed (as required) to minimize possible spread of
               fire.
            d) Oxygen - 100-percent (as required)

NOTE - Under varying conditions of altitude, fire, smoke, or fumes, the pilot has the option of using 100-percent oxygen, opening canopy, and/or closing the oxygen cylinder valve as dictated by judgment.

            e) Cockpit environmental control/aft cockpit outside air - OFF
 
            If fire persists:
            e) Altitude permitting, BAILOUT

            If fire extinguishes:
            f) Land as soon as possible

        2)  Wing Fire (IMC).  A fire in the wing could be caused by fuel leakage and/or defective electrical wiring.

            When all electrical power is secured, all attitude flight instruments are inoperative.  Therefore, do not secure both battery and generator switches during instrument conditions.  Proceed as follows:

            a) Time permitting, secure the switches and circuit breakers that
               control power to the wing.
               (1) Switches:  landing/navigation/strobe lights, pitot heat.
               (2) Circuit breakers:  RMI COMP, LOW FUEL, LDG GEAR POSN and
                   WARN, FUEL QTY LEFT and/or RIGHT, AOA INST PWR
            b) Attempt to extinguish the fire by slipping the aircraft away
               from the fire.
 
            If the fire does not extinguish or is obviously fuel fed:
            c) BAILOUT

            If the fire extinguishes:
            d) Restore power to the wing - AS REQUIRED
            e) Land as soon as possible.

    b.  Smoke or fume elimination (O.R.C.A. BLOW)

CAUTION - Prior to accomplishing any procedure that will create a draft in the cockpit, determine the source of smoke.  A sudden draft may cause a smoldering fire to burst into flame.

        1)  Oxygen - 100 percent
        2)  Reduce airspeed to minimize possible spread of fire.
        3)  Cockpit environmental control - FRESH AIR INCREASE
        4)  Aft cockpit outside air - PULL ON
        5)  BLOW.  If smoke or fumes cannot be eliminated and so restrict vision that a safe landing cannot be made or excessive heat buildup requires more ventilation, EMERGENCY OPEN the canopy.

WARNING - Do not activate the flaps or the landing gear electrically with fuel fumes present in the cockpit; electrical arcing may cause an explosion.

2.  Introduce:

    a.  Approach pattern

        This procedure approximates the procedures required to execute an instrument approach over a radio facility.

        Procedures:

        1)  CONFIGURATION.  Normal cruise (150 kts, 0 degrees nose up, 650-700 ft-lbs) and on a cardinal heading.

        2)  RIGHT 90 DEG SRT.  Roll into a SRT to the RIGHT for 90 degrees of heading change.  Maintain altitude and airspeed (150 kts).

        3)  TIME FOR 3 MINUTES.  After completion of turn, note the time and commence timing outbound for 3 minutes.  Completing the next 2 steps during the timing.

        4)  TRANSITION TO 120 KT DESCENT FOR 1000’.  Pull power back to 300 ft-lbs while maintaining altitude to bleed off airspeed and TRIM left/up.  Approaching 120 kts, lower the nose to approximately 2 degrees nose down and descent for 1000’ at 120 kts.  TRIM.

        5)  LEVEL OFF IN SLOW CRUISE CONFIG.  25’ prior to LEVEL OFF, transition to level flight by adding power to 450-500, 1.5 degrees nose up and 120 kts.

        6)  LEFT 210 DEG SRT.  After 3 minutes outbound, turn LEFT for 210 degrees of heading change.  Anticipate having to add 25-50 ft-lbs to maintain airspeed at 120 kts.

        7)  ROLL WINGS LEVEL AND TRANSITION TO BAC AND DESCEND 500’.  After the turn, commence a transition to BAC by lowering the gear, and lowering the nose to the BAC descending attitude (2-4 degrees nose down).  RETRIM as necessary and descend 500 feet at 120 kts.

        8)  LANDING CHECKLIST.  In the 500 foot descent complete checklist:

        ICS “HARNESS LOCKED (both cockpits), GEAR 3 DOWN AND LOCKED (both
            cockpits), BRAKES PARKING BRAKE OFF BRAKES PUMPED FIRM, ENGINE
            INSTRUMENTS CHECKED, LANDING LIGHTS ON”

        9)  LEVEL OFF IN BAC CONFIG.  25’ prior to the end of 500’ descent, transition to level flight by adding power to 700-750 ft-lbs (or 650-700 if below 10000’), raising the nose to approximately 2 degrees nose up, and trim for 120 kts.

       10)  TIME FOR 1 MINUTE.  Note the time and maintain 120 kts for one minute.

       After one minute timing, execute the missed approach procedure.
       11)  POWER.  Advance PCL to 1,015 ft-lbs and monitor ITT.

       12)  ATTITUDE.  CLEANUP.  Raise the nose to a positive climbing attitude (6-8 degrees nose up), check for positive rate of climb with airspeed below 120 kts then retract the gear, turn landing lights off, and report:

       ICS “3 UP AND LOCKED”

       13)  RIGHT 45 DEGREE SRT.  When established in a 120 kt climb (TRIMMED), start a RIGHT SRT for 45 degrees of heading change.  Rollout using 1/3 rule maintaining 120 kts.  In the trainers, look for a change from a course of 150 to 195.

       14)  CLIMB 1500’ (vice 1000’ as in the BAC maneuver).  Climb 1500’ to the original altitude.

       15)  LEVEL OFF.  200’ prior to LEVEL OFF, commence a transition to normal cruise (150 kts, 0 degrees nose up, 650-700 ft-lbs).  Trim left/down as airspeed increases.

        Common errors:

        1)  Not cross checking turn needle for initial SRT.
        2)  Climbing instead of maintaining altitude during deceleration to 120 kts.
        3)  Descending prior to 120 kts, thus being too fast on descent.
        4)  Not cross checking turn needle for SRT during 210 degree turn.
        5)  Starting the one minute timing after completion of the 210 degree turn instead of at the end of the 500’ descent.
        6)  Becoming disoriented during 210 degree turn resulting in over or undershooting heading.  Always check RMI for new heading prior to starting turn (take the reciprocal and subtract 30 degrees to come up with your target cardinal heading).  For example, if you were on a heading of 180…take the reciprocal (360) and subtract 30 degrees from it to come up with a target cardinal of 330.  Piece of cake.
        7)  Not adding 25-50 ft-lbs of torque during 210 degree turn thereby getting slow.
        8)  During missed approach, insufficient rudder resulting in a left heading drift.
        9)  Turning on the missed approach prior to reporting “3 up and locked” or established in the climb.  Be patient!

    b.  BAC maneuver

        At the completion of the penetration maneuver, we further simulate an instrument approach by transitioning to the Basic Approach Configuration (BAC) and then executing a missed approach (this time climbing only 1000’).
 

        Procedures:

        1)  POWER.  CHECK.  DROP.  Add power to the BAC required 650-700 (<10000’), check airspeed below 150 kts, and lower the gear.
 
        2)  ATTITUDE.  TRIM.  Adjust the nose to the BAC level flight attitude (2 degrees noes up), retrim to maintain 120 kts.

        3)  LANDING CHECKLIST.  Perform landing checklist down to the flaps:

        ICS “HARNESS LOCKED (both cockpits), GEAR 3 DOWN AND LOCKED (both
            cockpits), BRAKES PARKING BRAKE OFF BRAKES PUMPED FIRM, ENGINE
            INSTRUMENTS CHECKED, LANDING LIGHTS ON”
 
        When directed by instructor, execute the missed approach procedure.
        4)  POWER.  Advance PCL to 1,015 ft-lbs (monitor ITT), right rudder.

        5)  ATTITUDE.  CLEANUP.  Raise the nose to a positive climbing attitude (6-8 degrees nose up), check for positive rate of climb with airspeed below 120 kts then retract the gear, turn landing lights off, and report:

       ICS “3 UP AND LOCKED”

        6)  45 DEGREE SRT.  When established in a 120 kt climb (TRIMMED), start a SRT for 45 degrees of heading change in the direction specified by your instructor.  Rollout using 1/3 rule maintaining 120 kts.  This turn happens extremely quickly at 12.5 seconds total time in turn.

        7)  CLIMB 1000’ (vice 1500’ as in the Approach pattern).  Climb 1000’ at 120 kts.

        8)  LEVEL OFF.  200’ prior to LEVEL OFF, commence a transition to normal cruise (150 kts, 0 degrees nose up, 600-650 ft-lbs).  Trim left/down as airspeed increases.  Note that the normal cruise power setting is less at low altitude.

        9)  The maneuver is complete when established 45 degrees from original heading, level 1000’ above original altitude, and in normal cruise configuration.

        Common errors:

        1)  Allowing nose to pitch up when lowering the gear entering BAC.
        2)  Improper attitude control during missed approach.  Hold approximately 6-8 degrees nose up and 24 degrees AOB.  ot holding 6-8 degrees will cause in increase or degrease in airspeed.  DO NOT rotate over 8 degrees nose up.
        3)  Not anticipating heading or altitude lead upon LEVEL OFF from missed approach.
        4)  Exceeding climb airspeed during missed approach climbout.
        5)  Turning prior to establishing 120 kts.
        6)  Trying to raise the gear with greater than 120 kts.
 
3.  Practice:

    a.  ICA
    b.  CRT
    c.  S-1 pattern
    d.  GCA maneuver
    e.  Penetration maneuver
    f.  Direct to a VOR or TACAN