EP’s Flashcards
(19 cards)
WARNING:
An operating procedure, technique, etc., which could result in personal injury or loss of life if not carefully followed.
CAUTION:
An operating procedure, technique, etc., which could result in damage to equipment if not carefully followed.
NOTE:
An operating procedure, technique, etc., which is cosidered essential to emphasize.
GROUND EGRESS
1.PERSONNAL EQUIPMENT - DISCONNECT
2. BRAKES - RELEASE
3. CANOPY/DOOR - OPEN
4. AIRCRAFT - ABANDON
NOTE
If fire, obstructed canopy or overturned aircraft make normal escape from the front seats impossible, fold backrest and leave through rear door. If unable to exit through rear door, use canopy breaker tool in order to escape through the canopy.
ENGINE FIRE ON GROUND
- FUEL SELECTOR - OFF
- THROTTLE - FULL FORWARD
- ENGINE - CRANK (if not running)
- BATTERY - OFF
- EPU - OFF
- MAGNETOS - OFF
- GROUND EGRESS - EXECUTE
NOTE
Use aircraft extinguisher, if deemed effective.
ABORTED TAKEOFF
Major reasons for ABORTED TAKEOFF:
-Complete or partial loss of power
-Fire or overheat indication
-Tire failure
-Fuel flow zero
-Misjudgment of available takeoff distance
-Other abnormal readings or functions such as low manifold perssure, low RPM, rough enigne operation etc.
- THROTTLE - IDLE
- BRAKES - RELEASE
If necessary:
3. MIXTURE - CUT OFF
4. SWITCHES - OFF
5. FUEL SELECTOR - OFF
NOTE
With obstacles ahead and insufficient braking action, ground loop aircraft.
ENGINE FAILURE DURING TAKEOFF
A. DURING TAKEOFF RUN - ABORT
B. DURING INITIAL CLIMB
1) NOSE - LOWER
2) FLAPS - AS DESIRED
3) LAND - AHEAD
If time permits continue FORCED LANDING
WARNING
Never attempt to turn back to the runway.
NOTE
Slight course deviation in order to avoid obstacles are allowable, airspeed permitting.
ENGINE FAILURE IN FLIGHT
If the situation and/or conditions do not allow completion of the following checklist steps execute FORCED LANDING OR DITCHING.
- AIRSPEED - 80 KIAS
- FLAPS - UP
- MAGNETOS - BOTH ON
- AUXILIARY FUEL PUMP - ON
- FUEL SELECTOR - BOTH ON
- MIXTURE - RICH
- ALTERNATE AIR - PULL
NOTE
If the engine has stopped and time permits, execute appropriate ENGINE AIRSTART procedure.
ENGINE AIRSTART, PROP ROTATING
NOTE
An engine failure in flight with the propeller rotating will most probably be caused by lack of combustion (no ignition, no fuel supply or lack of air).
- MIXTURE - CUT OFF
- THROTTLE - FULL FORWARD, after 3-5 seconds pull back to 1/4 open
- MIXTURE - RICH
ENGINE AIRSTART, PROP STOPPED
NOTE
An engine failure in flight with the propeller stopped will most probably be caused by a serious mechanical engine problem which could make an airstart impossible.
- MIXTURE - CUT OFF
- THROTTLE - OPEN 1/4
- RIGHT MAGNETO - OFF
- START BUTTON - PRESS UNTIL ENGINE FIRES
- MIXTURE - RICH WHEN ENGINE FIRES
- RIGHT MAGNETO - ON
SMOKE OR FUMES IN COCKPIT OR POSITIVE CO INDICATION
- CABIN HEAT & VENT - OFF
- FRESH AIR SCOOPS - OPEN
- LAND - AS SOON AS POSSIBLE
Continue ENGINE FIRE IN FLIGHT or ELECTIRCAL FIRE as applicable.
ENGINE FIRE IN FLIGHT
A. FIRE CONFIRMED
1. CABIN HEAT & VENT - OFF
2. FUEL SELECTOR - OFF
3. THROTTLE - FULL FORWARD
4. MAGNETOS - OFF
5. EXECUTE BAIL OUT, FORCED LANDING OR DITCHING - AS APPLICABLE
WARNING
Do not attempt to restart.
B. FIRE NOT CONFIRMED
1. LAND - AS SOON AS PRACTICAL
OIL SYSTEM FAILURE
Low oil pressure indication (<55 PSI) during normal operation.
- RPM & POWER - LOWEST PRACTICAL
- LAND - AS SOON AS POSSIBLE (OR PRACTICAL IF OIL PRESSURE IS AT/ABOVE 25 PSI)
NOTE
Reduction of power and minimizing G forces will generally prolong the engine operating time prior to complete engine failure.
In case of total oil pressure loss the propeller blades move into coarse pitch (low RPM) and thereby reduce available power.
FUEL PRESSURE LOW
Continuous low fuel pressure indication (<18 PSI) during normal operation.
If the low fuel pressure condition is suspected to be caused by a fuel leak execute FORCED LANDING.
WARNING
Delaying turning off the fuel selector during the Forced Landing procedure may increase the risk of an engine fire.
If the low fuel pressure is not suspected to be caused by a fuel leak:
1. AUXILIARY FUEL PUMP - ON
2. FUEL SELECTOR - BOTH ON
3. MIXTURE - RICH
If the fuel pressure is still below 18 PSI:
4. LAND - AS SOON AS POSSIBLE
If the fuel pressure is in normal operating range:
5. LAND - AS SOON AS PRACTICAL
FORCED LANDING
- AIRSPEED - 80 KIAS
- FLAPS - UP
- LANDING AREA - SELECT
- CREW - WARN
- FUEL SELECTOR - OFF
- THROTTLE - FULL FORWARD
- MAGNETOS - OFF
- ELT - ON
- XPDR - 7700/EMERGENCY
- SEAT BELT - TIGHT & LOCKED
- RADIO - MAYDAY CALL
High key = 1500’ AGL
Low key = 7-800’ AGL
Final key = 3-400’ AGL
Aim to join the forced landing pattern on one of the positions, taking the prevailing wind into consideration. Adjust bank angle and key positions throughout the pattern to compensate for wind, using a maximum of 45¤ bank.
CANOPY UNLOCKED DURING FLIGHT
CANOPY warning light illuminates and MASTER WARNING activates and/or it is obvious that the canopy is not properly locked.
1. AIRSPEED - 80 KIAS
2. LAND - AS SOON AS POSSIBLE
If the canopy handle and canopy frame appear properly locked:
3. LAND - AS SOON AS PRACTICAL
CAUTION
Do not touch the canopy lock handle until engine has been stopped on the ground.
NOTE
Avoid abrupt pitch changes and fly a straight-in approach.
TRIM MALFUNCTION
Runaway trim condition or any other trim malfunction:
1. PITCH TRIM C/B - PULL
2. TRIM - USE MANUAL TRIM WHEEL
3. LAND - AS SOON AS PRACTICAL
PRESSURE INSTRUMENT MALFUNCTION
If both PFD and SFD pressure indications fail/display unreliable information and root cause suspected to be blocked static air supply, proceed as follows:
1. ALT STATIC AIR - ON
2. REFERENCE AIRSPEEDS - INCREASE BY 10 KIAS
TIRE/BRAKE FAILURE
If time permits, consider reducing fuel load before attempting to land-
A. MAIN WHEEL FAILURE - AVOID BRAKING FLAT TIRE IF POSSIBLE
B. NOSE WHEEL TIRE FAILURE - AVOID BRAKING IF POSSIBLE AND KEEP NOSE HIGH
NOTE
With one main tire flat land on the side of the runway corresponding to the good tire. If main tire tread separation occurs, the brake line may be damaged, resulting in inoperative brakes.
NOTE
Tire deflation during flight will most probably not be recognized by the pilot before landing. If landing with a deflated tire, expect the aircraft to begin vibrating similar to nose wheel shimmy.
With a deflated main tire directional control may not be possible, even with full rudder and braking in the opposite direction of the deflated tire, and the aircraft may therefore depart the runway.
NOTE
With one brake inoperative, avoid braking. If braking is necessary land on the side of the runway corresponding to the inoperative brake.
