a.  Engine fire inflight

        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.

    b.  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.

2.  Introduce:

NOTE - There is some more GOUGE on partial panel flying (a general nature) in the script for BI-7S.  I highly recommend reviewing this as well for BI-6S.

    a.  Partial panel straight and level

        1)  Attitude Control.

            Use your peripheral vision to simultaneously monitor the turn needle, VSI and altimeter for movements.  The magnetic compass is an additional instrument to be used only in non-acceleration flight.

            Scan

            a) Nose - ALTIMETER and VSI
            b) Wings - TURN NEEDLE and BALANCE BALL
            c) Performance - AIRSPEED INDICATOR
            d) Additional - Magnetic compass after wings level

        2)  Corrections for Altitude.  Shall be made with the same smooth control movements in full panel flight.  You’ll want to stabilize the VSI at ZERO.  Any attempt to correct without first stabilizing will result in pilot-induced oscillations of increasing amplitude, causing an out-of-control situation.  Remember pressure instruments lag.

        3)  Corrections for Wing Position.  Exert a light, smooth pressure on the stick to return the turn needle to the center.  If the turn needle gets off to one side or the other, STABILIZE it in the center.  Once the turn needle is centered, determine the number of degrees off heading from the magnetic compass.  Corrections will be accomplished using timed turns.

    b.  Partial panel timed turns

        1)  Because of the errors in the magnetic compass, it is more feasible to make times turns (at standard-rate or ½ standard rate) rather than to attempt to turn on the magnetic compass.  Coordination with aileron and rudder is needed rolling in and out of turns to counteract adverse yaw which produces a delay in turn indications on the turn needle.  Under actual panel instrument conditions, it is desirable that partial panel timed turns do not exceed ½ SRT.  A SRT turn is not recommended because of the AOB and extreme control pressures necessary, which could cause the turn to become uncontrollable and place the aircraft in an unusual attitude.
 

        2)  Scan:

            a) Nose - ALTIMETER and VSI
            b) Wing - TURN NEEDLE and BALL
            c) Performance - CLOCK
            d) Additional - Magnetic compass after wings level
 
        3)  The turn needle lags behind the aircraft’s movement due to the needle’s inertia.  Thus, rate of roll must be smooth and slower than when in full panel to decrease the lag as much as possible.  Essentially, if you wanted a one-needle-width deflection you should stop your roll approximately eight-tenths of the way there.  The needle will eventually catch up and register the aircraft in a ½ SRT.

THINK SLOW, MOVE EVEN SLOWER!!!

        4)  Timed turns for heading changes 30 degrees or more will be done at ½ SRT.  Compute the time to turn in seconds by multiplying the number of degrees to turn by 2/3.  Turn using a one-needle width deflection.  For turns of 29 degrees or less, turn at 2/3-needle width deflection for a number of seconds equal to the number of degrees to turn.

        5)  When rolling into a timed turn, start when the second hand of the clock is at the 3, 6, 9, or 12 position.  DO NOT use any lead when rolling in or out of the turn.  Begin roll into the turn when you commence timing and start your rollout at the completion of your timing.  Attempt to roll in and out of turns at a constant rate.

        6)  Since errors may result from improper timing or use of the turn needle, corrections to heading may be necessary upon completion of the turn.  If, after the completion of the first turn, the error is 30 degrees or greater, correct to heading using a ½ SRT, as above.  For errors of 29 degrees or less, use the above procedures for a 2/3-needle-width turn.

        Common errors:

        1)  Over controlling the nose and the tendency is to note a climb (or descent) on the altimeter and VSI and slowly displace the stick until the pressure instrument reacts in the opposite direction.  Equate the rate of change on the VSI to the amount of stick movement; move the stick a specific amount and then have the patience to allow the instruments to react.

        RATE OF CHANGE = AMOUNT OF STICK DISPLACEMENT

        2)  Not referencing the turn needle during nose corrections resulting on heading deviation.

        3)  Not anticipating the “lag” in the turn needle.

    c.  Partial panel en route descent

        1)  The partial panel en route descent is a cruise descent using 500 ft-lbs while maintaining constant airspeed and wings level.

            Scan:
            a) Nose - AIRSPEED INDICATOR
            b) Wings - TURN NEEDLE and BALANCE BALL
            c) Performance - ALTIMETER and VSI
            d) Additional - TORQUE

        2)  Remember that the absence of the basic attitude instrument (gyro) makes it considerably more difficult to determine the attitude corrections necessary.  Extremely light, smooth control pressures must be exerted and perfect trim is required.  You will have to “feel” the amount of nose attitude change.

        3)  Again, we will use the “feel” developed in full panel.  For a descent, perform P.A.T., reduce power to 500 ft-lbs, lower the nose by releasing back pressure on the control stick.  Reduce control pressures with trim tabs as necessary to maintain 150 kts, wings level.  While performing P.A.T., scan the turn needle to confirm that the wings remain level during the transition.

        4)  Add power to approximately 650-700 ft-lbs when 100 feet above LEVEL OFF altitude and smoothly raise the nose by applying slight back pressure on the stick.  Reduce control pressures with trim tabs as necessary to maintain normal cruise (150 kts).

        Common errors:

        1) Improper P.A.T. principle usage.
        2)  Not “moving” the stick to a position and stopping it, but instead moving the controls until the instruments react.  BIG NO-NO!
        3)  Not scanning turn needle during transitions or airspeed corrections.  There is no immediate need to reference the pressure instruments when correcting; they will not indicate a positive reaction immediately.

3.  Practice:

    a.  S-1 pattern
    b.  GCA maneuver
    c.  Approach pattern
    d.  UA-FP
    e.  Direct to a VOR or TACAN
    f.  Penetration maneuver
    g.  BAC maneuver