1) Fluctuating oil
pressure
Because of the design and
installation of the oil pressure transmitting and indicating system, minor
fluctuations of oil pressure may be noted by the pilot with a normally
functioning engine oil system. A vibrating needle or minor fluctuations
of pressure with a steady mean, where extremes of needle movement remain
within the normal range and do not exceed +5 psi, are acceptable when no
secondary indications of engine malfunction are observed. With fluctuations
greater than plus or minus 5 or outside the normal range, accomplish the
following procedures:
a)
PEL - EXECUTE (utilize a maximum of 850 ft-lb torque and avoid
unnecessary PCL movements). Refer to section 2.c. below for
PEL procedures.
2) Low/high oil pressure or high oil temperature
If the oil pressure drops below 65 psi at power settings above 75% N1, rises above 80 psi, or oil temperature exceeds 100 C, accomplish the following procedures:
a)
PEL - EXECUTE (utilize a maximum of 850 ft-lb torque and avoid
unnecessary PCL movements). Refer to section 2.c. below for
PEL procedures.
3) Chip detector caution light illuminated in flight
Refer to section 1.c. below.
b. Torque sensing system failure (AC LIES AND DC DIES)
If erroneous torque indications are suspected or torquemeter reads zero, reduce power to assure torque below limit. Monitor instruments and land as soon as practical.
If you have no secondary indications of possible AC failure (26Vac), utilize the fuel flow indicator and N1 to determine where you should place your PCL. I recommend using a fuel flow of no more than 250 pph and N1 83-87%
The torquemeter sense switch located in the reduction gear box measures the amount of torque applied to the propeller shaft by measuring the oil pressure. If pressure drops to 240 (+60), the autoignition light goes out and the ignition light comes on.
Torquemeter oil pressure is routed to three power plant accessories: the torque limiter, autoignition sense switch, and the torque transmiter. The torque transmitter, located on the reduction gearbox flange, converts the torquemeter oil pressure to a 26Vac electrical signal to operate the torque indicators in the cockpits.
c. Chip light
A magnetic chip detector
is located at the bottom of the RGB to provide the pilot with a warning
signal for metal particles in the oil and possible engine failure.
The chip detector is a dual-element probe with one probe magnetized and
connected to a DC potential and a second element comprised of an insulated
wire to the fault circuit. The detector is exposed to the oil flow,
and functions as a normally open switch. If a large metal chip or
mass of small metal particles bridges the detector gap, a circuit is completed,
illuminating the flashing MASTER CAUTION light and a yellow CHIP light
on the annunciator panel.
1) PEL - EXECUTE (utilize a maximum of 850 ft-lb of torque and avoid unnecessary PCL movements)
WARNING - Torque indications may be erroneous because of reduction gearbox failure. Careful attention should be given to rate of descent, and to rate of climb, setting PCL as required to maintain proper PEL profile.
NOTE - For comparison purposes only, an 850 ft-lb climb on a standard day should yield an approximate minimum rate of climb of 1,200 fpm (clean), 700 fpm (gear down). If indicated climb rates are significantly lower, suspect erroneous torque indications and increase power cautiously to achieve proper airspeed/VSI combination.
Closely monitor engine instruments for secondary indications of rising ITT, high oil temperature, and/or fluctuating oil pressure. If secondary indications of engine failure occur while on or above ELP profile, consideration shall be given to securing the engine.
If engine failure/mechanical
malfunction occurs:
2) Condition lever
- FUEL OFF
3) Emergency fuel
shutoff handle - PULL
4) Execute appropriate
engine failure procedures
NOTE - Illumination of the magnetic CHIP detector light indicated that metal particles are present in the propeller reduction gearbox.
d. Fires (ground and in flight)
A fire on the ground will simply require you to execute the EMERGENCY ENGINE SHUTDOWN and EMERGENCY EVACUATE procedures.
Fire in flight is a critical emergency, requiring the pilot to assess, diagnose, and take prompt corrective action. TURN AND CONFIRM. If the fire or resultant structural damage exceeds the compensation capability of the pilot, bailout would be indicated.
1) Engine fire
Illumination of the FIRE warning light is usually the first indication of engine compartment fire. Confirm, if possible, that a fire actually exists.
If
no fire or smoke can be observed:
a) Land as soon as possible
b) PEL - EXECUTE
If
a fire is confirmed:
c) Condition lever - FUEL OFF
d) Emergency fuel shutoff handle - PULL
e) Cockpit environmental control/aft cockpit outside air - OFF
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.
If
the fire goes out:
f) Execute appropriate engine failure procedures and do not
attempt a restart.
If
fire does not go out:
g) Altitude permitting, bailout.
2) Electrical/Unknown origin fire
VMC
a)
Battery and generator switches - OFF
b) Reduce airspeed (as required) to minimize possible spread of
fire.
c) 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.
d)
Cockpit environmental control/aft cockpit outside air - OFF
If fire persists:
e) Execute ENGINE FIRE procedure above.
If
fire extinguishes:
f) Land as soon as possible
g) Execute RESTORING ELECTRICAL POWER procedure (if req’d)
CAUTION - Should the pilot elect to initiate an emergency landing with electrical power secured, additional consideration should be given to the landing approach; allow additional time to handcrank the landing gear down and plan for a no-flap landing with maximum runway length, since beta will not be available.
IMC
a)
Utility bus switches - OFF
b) All other nonessential equipment - OFF (TVLAST)
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
3) Wing fire
A fire in the wing could be caused by fuel leakage and/or defective electrical wiring.
VMC
a)
Battery and generator switches - OFF
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 is extinguished:
d) 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
e) Battery and generator switches - ON (if required)
f) Land as soon as possible.
IMC
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.
4) Restoring electrical power
If fire extinguishes, use the following procedure to activate essential circuits, allowing sufficient interval to isolate the faulty circuit.
a)
Utility bus switches - OFF
b) Essential bus circuit breakers - PULL (7-11-3-7)
c) All electrical and avionic switches - OFF (UHF, inverters,
TACAN, VOR, transponder, avionics master)
d) Battery switch - ON
e) Generator switch - RESET (OFF if faulty)
f) Avionic master switch - ON
g) Activate only electrical and avionics equipment essential to
continued flight.
5) SMOKE OR FUME ELIMINATION
If
fuel fumes are present in the cockpit:
a) Oxygen - 100 PERCENT
b) Reduce airspeed to minimize possible spread of fire
c) Cockpit environmental control - FRESH AIR INCREASE
d) Aft cockpit outside air - PULL ON
e) 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 (<250
kts) the canopy.
e. Land ASAP (NATOPS)
Land at the nearest site at which a safe landing can be made.
f. Land as soon as Practical (NATOPS)
Extended flight is not recommended.
The landing site and duration of flight is at the discretion of the pilot
in command.
g. Notes/Cautions/Warnings NATOPS
NOTES - An operating procedure, practice, or condition, etc., that is essential to emphasize.
CAUTION - An operating procedure, practice, or condition, etc., that may result in damage to equipment if not carefully observed or followed.
WARNING - An operating procedure, practice, or condition, etc., that may result in injury or death if not carefully observed or followed.
2. Demonstrate:
a. Slip (at altitude)
The slip is an out-of-balanced-flight condition used to increase sink rate and lose excess altitude while maintaining a constant airspeed and a specific track over the ground. In a full slip, the rate of descent may be in excess of 2000 fpm.
Procedures:
1) Although the slip can be flown at any airspeed or configuration, it will be demonstrated and introduced at altitude simulating the slip to high key at 100 kts with gear up and flaps down.
NOTE - Caution must be exercised since stall speed is increased in this out-of-balanced flight condition.
2) To initiate a slip from wings level, lower one wing while applying opposite (top) rudder pressure. Select a reference point on the horizon and adjust rudder pressure and/or AOB to maintain a desired ground track.
3) To initiate a slip while in a turn, lower the inboard wing while increasing opposite (top) rudder pressure. It will be necessary to vary the AOB and rudder pressure to maintain the desired track over the ground.
4) Monitor airspeed closely, adjust nose attitude as necessary to maintain 100 kts. Monitor the VSI and note increased rate of descent.
NOTE - The low-fuel warning light for the low-wing tank may illuminate regardless of fuel state.
5) To recover from the slip, smoothly roll the wings toward level while reducing rudder pressure. Remember, the slip must be taken out with enough altitude remaining to slow the rate of descent and ensure positive control of the aircraft during the final moments of any maneuver in which it is used.
Common errors:
1) Improper application of rudder resulting in a skid.
2) Poor airspeed control.
Remember, nose attitude still controls
airspeed.
3) Not varying AOB
or rudder pressure to maintain desired track over
ground.
4) Rough entry and
recovery control applications.
b. Skidded turn stall (STS)
This will most likely occur in a right turn to final during a power-off emergency approach with gear down and flaps up. The student may be over-conscious of the low altitude and be reluctant to lower the right wing to maintain balanced flight. The tendency, therefore, would be to use excessive rudder to turn the aircraft and raise the nose slightly to stretch the glide.
Procedures:
1) CONFIGURATION. Trim the aircraft for 100 kts, level flight, in the downwind configuration.
2) CHECKLIST. Perform the stall checklist:
ICS “BILGES CLEAR OF LOOSE
OBJECTS, CONTROL LOCK STOWED IN TWO PLACES,
SEAT BELT AND SHOULDER HARNESS
LOCKED AND TIGHT, AUTOIGNITION ON
AUTOIGNITION LIGHT ON, ENGINE
INSTRUMENTS CHECKED, STALL CHECKLIST
COMPLETE.”
3) CLEAR. Perform clearing turns with the last 90 degrees of turn to the right.
4) At the beginning of the last 90 degrees of turn, reduce the PCL to 300 ft-lbs or torque and transition to a 100 kt descent.
5) At the completion of the clearing turn, apply excessive right rudder while using left aileron to maintain 30 deg AOB. Simultaneously, raise the nose while reducing the PCL to 200 ft-lbs. Increase control pressures as airspeed is reduced.
6) After the aircraft stalls, recover with OUT-OF-CONTROL RECOVERY procedures:
a) Positively neutralize controls
b) PCL - IDLE
c) Determine aircraft altitude
WARNING - If recovery from out-of-control flight cannot be accomplished by 5000 ft-AGL, BAILOUT.
d) Determine, AOA (30 units; pegged), airspeed (80-100 kts), and check turn needle (fully deflected in direction of the spin). Which are essentially your ERECT SPIN CHARACTERISTICS.
If
in a steady state spin:
e) Execute spin recovery technique as appropriate (full opposite rudder
of turn needle; stick forward of neutral; and aileron neutral).
After
the aircraft regains controlled flight:
f) Execute unusual attitude recovery as appropriate.
CAUTION - Lower power settings reduce torque effect, restrict onset of rapid airspeed buildup, and enhance controllability. However, departures from controlled flight in close proximity to the ground may require rapid power addition upon OCF recover.
7) Ensure 150 kts is not exceeded throughout the maneuver.
c. Practice precautionary emergency landing (PPEL)
(1) TURN toward the selected field
(2) CLIMB if not at DEGA(D/2 x 1000 + 2500 + FE), 120 kt climb
using 1,015 ft-lbs (850 if oil related). Accelerate if
unable to climb due to clouds/aircraft; descend if at or
above DEGA (200 ft-lbs, 100 kt glide). In an actual
emergency you’ll use a 100 kt climb.
To compute DEGA:
Example: You are 8 miles from Barin, field elevation is 100 ft
(8/2) x 1000’
= 4000’ + 2500’ (high key alt) + 100’ (FE) = 6600’
(3) CLEAN with gear and flaps up and report (unless fuel or fume related emergency)
ICS “AIRCRAFT CLEAN”
(4) CHECK engine and flight instruments
(5) DETERMINE the duty runway
CH X “(field name), landing”
the field replies:
“(field name), landing (#)”
(6) DELIVER PAN voice report using ISPI format
ICS (UHF if actual) “PAN-PAN, PAN-PAN, PAN-PAN, 6E123, FUEL PRESSURE LIGHT IN FLIGHT, 8 MILES WEST OF BREWTON AT 5500 FT, I INTEND TO EXECUTE A PEL TO RUNWAY 32”
(7) REDUCE torque to 200 ft-lbs and transition to a 100 kt glide when DEGA point is made.
(8) APPROACH high key and report when 2 miles out (high key + 1000’)
CH X “BARIN RDO, 6E123, APPROACHING HIGH KEY FROM THE (direction), PRACTICE
PEL, RUNWAY 32, DUAL (or SOLO), FAM 4”
(9) LOWER gear prior to high key
(10) REPORT landing checklist
ICS “HARNESS LOCKED, GEAR THREE DOWN AND LOCKED, BRAKES PARKING
BRAKE OFF, BRAKES PUMPED FIRM, ENGINE INSTRUMENTS CHECKED,
LANDING LIGHTS ON”
(11) HIGH KEY (2500’ AGL, 100 KIAS, ¼ WTD from runway)
CH X “BARIN RDO, 6E123, HIGH KEY, RUNWAY 32”
(12) CROSSWIND (2000’ AGL, 100 KIAS)
(13) LOW KEY (1200’, 100 KIAS, 2/3 WTD)
CH X “BARIN RDO, 6E123, LOW KEY (or PATTERN LOW KEY), GEAR DOWN
AND LOCKED”
(14) FLAPS if required and the field is made
(15) 90 POS (600-800’ AGL, 90 KIAS [if flaps are down, otherwise just slow to 95 kts])
ICS “GEAR DOWN, FLAPS (UP/DOWN), LANDING CHECKLIST COMPLETE”
(16) FINAL (1200-1500’ straight-away, 90/95 KIAS)
ICS “GEAR DOWN, PADDLES CHECKED”
3. Practice:
a. Ground procedures
b. Takeoff/departure
c. Course rules/COMM/IFF/HFE
d. TP
e. ATS
f. Outlying field operations (OFO)
g. Landing pattern
h. Full flap landings
i. No flap landings
j. Waveoff
4. Optional
a. GPU start