I2004 "BI 4" |
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.
Hard landings (memory items listed as *) In the event of a hard landing where possibility of gear or structural damage is suspected...
If on the runway:
FULL STOP - EXECUTE*
If airborne:
CAUTION - Minimize use of brakes to avoid additional loads that may collapse gear. Do not attempt to taxi the aircraft.
Unsafe landing gear position indication:
If a landing gear problem is encountered or suspected, the gear should never
be cycled because reextending the gear could aggravate the problem.
NOTE - Should the nosegear fail to extend fully with both main gear down & locked, landing should be attempted with both main gear down and locked using the appropriate procedures.
If one main gear fails to fully extend, a gear up landing is preferred to a landing with one main gear retracted. If gear position does not match the position of the landing gear handle, or the red (in trancit) light is illuminated...
Airborne landing gear inspections:
WARNING - Below 2000' AGL, insufficient altitude may preclude a successful bailout in the event of a midair collision. If conditions preclude VFR operations at or above 2000' AGL, an airborne visual check is not recommended. Obtain a visual check from tower if possible.
WARNING - Abrupt changes in airspeed, attitude, and altitude shall be avoided.
Landing gear emergency extension:
(If gear position indication does not match the position of the
landing gear handle or the red (in transit) light is illuminated): Regardless
of electrical power availability, the landing gear crank should be operated
until it cannot be moved further. Check landing gear position indivcators fully
exteded conditions if electrical power is still available.
WARNING - The handcrank must be disengaged from the driveshaft after extending the gear manually; otherwise, subsequent operation of the gear electrically will cause the crank to spin rapidly with possible injury to personnel and damage to the system. Any spinning of handcrank shall be reported to maintenance personnel.
CAUTION - The landing gear emergency extension system is designed and stressed only for extension and should not be used in an attempt to retract the gear except in an extreme situation.
Landing gear unsafe emergency landing:
If unsafe landing gear position indication persists with the gear handle down
and a visual check confirms landing gear unsafe, proceed with one of the following
procedures...
NOTE - Should the nosegear fail to extend fully with both main gear down and locked, landing should be attempted with both main gear down. If one main gear fails to fully extend, a gear up landing is preferred to a landing with one main gear retracted.
Should the nosegear fail to extend fully:
If the nosegear should fail to extend fully and is free swinging, it may be possible to achieve an overcenter locked position by using the following procedures:
- Flaps - DOWN
- Airspeed - SLOW TO 80 KIAS
- Make gentle pitching oscillations using positive g’s to swing the nosegear into the locked position.
- Land using LANDING WITH NOSEGEAR RETRACTED procedures outlined below.
- If the nosegear supports the aircraft, smoothly apply full forward stick to maintain pressure on the nosegear and do not allow the nosewheel to bounce on the runway.
Landing with nosegear retracted:
- Oxygen mask - DON
- Loose items in cockpit - SECURE
- Parachute - UNFASTENED
- Harness - LOCKED
- Make normal approach, full flaps
- Canopy - EMERGENCY OPEN
NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.- Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
- Emergency fuel shutoff handle - PULL
- Battery switch - OFF
- After the main gear touches down, hold the nose up with aft stick. As the stick approaches full aft and elevator authority is lost during the rollout, lower the nose gently to the deck while pitch control is still available.
When aircraft comes to a rest:- Harness - RELEASE
- Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).
Landing with gear up:
If the gear fails to extend, a wheels-up landing can be made on either hard or soft ground; however, a hard surface is preferable since sod tends to roll up into chunks, damaging the underside of the fuselage.
- Oxygen mask - DON
- Loose items in cockpit - SECURE
- Parachute - UNFASTENED
- Harness - LOCKED
- Make normal approach, full flaps.
NOTE - If crosswind component is out of full-flap limitations (15 kts max FF), consideration shall be given to making a no-flap approach. (22 knots max NF)- Canopy - EMERGENCY OPEN
NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.- Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
NOTE - The aircraft will float significantly in ground effect with the gear up and the propeller in feather. Plan the approach accordingly.- Emergency fuel shutoff handle - PULL
- Battery switch - OFF
When aircraft comes to a rest:- Harness, cords, mask - RELEASE
- Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).
Landing with one main gear retracted:
A gear-up landing is preferred to a landing with one main gear retracted. However, if such a landing cannot be avoided, proceed as follows:
- Oxygen mask - DON
- Loose items in cockpit - SECURE
- Parachute - UNFASTENED
- Harness - LOCKED
- Make normal approach, full flaps. Plan to land on the extended gear side of the runway.
- Canopy - EMERGENCY OPEN
NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.- Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
- Emergency fuel shutoff handle - PULL
- Battery switch - OFF
- Touch down smoothly on the extended main gear and hold the opposite wing up with aileron as long as possible after the nosewheel touches down.
- When the wingtip strikes the ground, apply maximum opposite brake pressure.
When aircraft comes to a rest:- Harness - RELEASE
- Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).
Inboard landing gear door position annunciator light illuminated:
Aerodynamic pressures may cause “gapping” of the inboard landing gear doors illuminating the LH RH OPEN light.
- Reduce airspeed. If safe indication is obtained do not exceed speed at which indication changed to unsafe. Note occurrence in appropriate maintenance form.
- If unsafe indications persist with airspeed below 150 KIAS, land as soon as practical using normal procedures.
CAUTION - Once gear has been lowered, raising the gear may aggrivate the problem.
Bleed air warning light
S-1 pattern
This pattern is flown in VPS (550 ft-lbs, 1 degree nose up, 130 kts) and on any numbered heading. It consists of a 1000 fpm descent for 1000 feet, followed by a 1000 fpm climb for 1000 feet. This series of descents and climbs is performed twice.
Common errors:
1. Not entering VPS prior to starting the pattern.
2. Not transitioning at proper time or altitude. After the last 250 feet
checkpoint you should anticipate the transition.
3. Not transitioning entirely on gyro, especially attempting the transition
while watching the altimeter.
4. Not using rudder during power changes, resulting in heading drift.
Penetration maneuver - This procedures is normally executed over a radio facility; however, for training purposes only, the airwork procedures will be taught by assigning a penetration heading and level off altitude with no reference to a radio facility.
Common errors:
1) Not maintaining attitude scan while performing penetration checklist
approaching penetration site. Losing or gaining altitude.
2) Not trimming nose down during transition to 180 kt descent.
3) Not raising nose slightly (2 degrees) in 210 degree turn.
4) Over controlling nose during Level Off; poor trim during last 1000 feet
of descent.
5) Not watching nose attitude during turn to reciprocal heading. The nose
will tend to fall through during this turn.
6) Not timing out the penetration turn.
7) Not trimming for deceleration from 180 to 120 kts.
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