C4004 |
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.
Chip Detector Caution Light On Ground
EMERGENCY ENGINE SHUTDOWN - EXECUTE
Chip Detector Caution Light In Flight
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.
NOTE - Illumination of the magnetic CHIP detector light indicated that metal particles are present in the propeller reduction gearbox.
Generator Failure
WARNING
- Complete loss of electrical power: Instrument flight NOT possible.
- Operating on battery power <20 min.
Inverter #1 or #2 Failure
If inverter annunciator and master caution illuminate:
Inverter #1 selected |
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Inverter #2 selected |
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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.
Propeller Speed Above 2200-2332 RPM / 2332+ RPM
1. Attempt to adjust rpm to normal operating range by manipulation of the Condition
Lever.
If normal indication is restored
2. CONTINUE FLIGHT / Land ASAP using NORMAL procedures
(if 2332+ RPM)
If adjustment of the Condition Lever fails to produce normal propeller
response
3. Land ASAP using 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.
Uncommanded Propeller Feathers
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.
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.
Approach Turn Stall (ATS):
T/O
ICS: “Time is ______, Transponder Altitude, Pitot heat off, strobe
lights on, T/O checklist complete”
ICS: “Engine and flight instruments checked...
Torque 500 ft-lbs, ITT ____,
Prop 2200 RPM, Fuel Flow 335, N1 _____%,
Oil Temp & Pressure in
the green, Fuel ___ left, ____ right, RMI aligned.
ICS: “Fuel caps secure, 1-2-3 up and locked”
CH.
ICS: Engine instruments normal, fuel is _____ left and _______ right,
and our position is _______”
... “Ranger
___ claims ____”
ICS: Engine instruments normal, fuel is _____ left and _______ right, and
our position is _______”
Working Low
ex:
Bouncing at Waldron / A-Cty
8: “Corpus Approach, Ranger ___: “Corpus approach, Ranger
___, [Shrimp Ponds / Nine-Mile], terminate.”
15: “[Waldron Tower / RDO], Ranger ____, [Shrimp Ponds
/ Nine-Mile] inbound, touch-n-go's"
Returning home
8: “Corpus Approach, Ranger ___, (position), (alt), (intentions)
with information ___”
ICS: “Gear down, paddles checked”
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