|
3-1
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Introduction................................................ |
3-2 |
AIRSPEEDS FOR EMERGENCY OPERATION........................ |
3-2 |
Engine Failure After Takeoff........................... |
3-2 |
Maneuvering Speed....................................... |
3-2 |
Maximum Glide........................................... |
3-2 |
Precautionary Landing with Engine Power.............. |
3-2 |
Landing without Engine Power........................... |
3-2 |
OPERATIONAL CHECKLISTS..................................... |
3-3 |
ENGINE FAILURE.......................................... |
3-3 |
Engine Failure During Takeoff Run.................. |
3-3 |
Engine Failure Immediately After Takeoff........... |
3-3 |
Engine Failure During Flight........................ |
3-3 |
FORCED LANDINGS......................................... |
3-4 |
Emergency Landing without Engine Power............. |
3-4 |
Precautionary Landing with Engine Power............ |
3-4 |
DITCHING |
|
With Engine Power.................................... |
3-4 |
Without Enginge Power................................ |
3-4 |
Approach.............................................. |
3-4 |
Touchdown............................................. |
3-4 |
Immediately After Touchdown......................... |
3-5 |
Landing with a Defective Main Wheel Tire.............. |
3-5 |
Airborne Structural Failure............................ |
3-5 |
Reduction Drive System Failure......................... |
3-5 |
Fire...................................................... |
3-5 |
AMPLIFIED PROCEDURES |
|
Engine Failure......................................... |
3-6 |
Forced Landings........................................ |
3-6 |
Recovery from a Spiral Dive........................... |
3-7 |
Spins................................................... |
3-8 |
Drive System Failure................................... |
3-8 |
Flight with a Defective Flight Control System....... |
3-9 |
Elevator Failure.................................... |
3-9 |
Rudder Failure...................................... |
3-9 |
Aileron Failure..................................... |
3-10 |
Reduction Drive System Failure.................... |
3-10 |
DOES 907-01 REV. A DATE 07/01/92
3-2
INTRODUCTION
SECTION 3 provides checklists and amplified procedures for coping with emergencies that may occur. Emergencies caused by aircraft or powerplant malfunctions are rare if proper preflight inspections and maintenance are performed. Emergencies caused by extreme weather situations can be minimized or eliminated by good judgement and proper preflight planning. However, should an emergency arise the basic guidelines described in this secion should be considered and applied as necessary to resolve the problem.
Study the checklist necessary to ensure emergency situations be properly prepared to the maximum extent
and amplified procedures as often as they are committed to memory. Since are extremely unlikely, the only way to is to study and practice these procedures possible.
AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff
Flaps UP....................................... 59 MPH (51 kts)
Flaps DOWN..................................... 51 MPH (44 kts) Maneuvering Speed
1000 lbs (454 kg) (Maximum Gross Weight) . 90 MPH (78 kts) Maximum Glide
Flaps UP....................................... 55 MPH (48 kts) Precautionary Landing with Engine Power
Flaps UP....................................... 51 MPH (44 kts)
Flaps DOWN..................................... 46 MPH (40 kts) Landing without Engine Power
Flaps UP....................................... 59 MPH (51 kts)
Flaps DOWN..................................... 51 MPH (44 kts)
NOTE: Airspeeds are calculated for a Maximum Gross Weight of 1000 lbs (454 kg).
3-3
OPERATIONAL CHECKLISTS
Engine Failure During Takeoff Run:
(1) Throttle - IDLE
(2) Brakes - APPLY as needed
Engine Failure Immediately After Takeoff:
(1) Airspeed - 59 MPH (51 kts)
(2) Land Straight Ahead
(3) Brakes - APPLY (as needed)
Engine Failure During Flight:
(1) Airspeed - 55 MPH (48 kts) (Flaps UP)
(2) Select Emergency Landing Area - Proceed To It
•(3) Attempt Engine Restart
(4) Ignition -
(5) Choke - Check OFF
(6) Throttle Lever - CRACKED
(approximately 1/4' or 6.4 mm forward)
(7) Starter Handle - PULL
(8) If restart is UNsuccessful:
(9) Throttle Lever - CLOSED (full aft)
(10) Choke - ON
(11) Starter Handle - PULL
(12) If Engine DOES NOT Start - Follow Emergency Landing Procedure Without Engine Power.
attempted.
DOC! 907-01 REV. A DATE 07/01/92
OPERATIONAL CHECKLISTS (cont'd.)
FORCED LANDINGS
Emergency Landing Without Engine Power:
(1) |
Flaps - AS REQUIRED (for landing site) | ||
(2) |
Airspeed |
(Approach) |
- 51 MPH (44 kts)(Flaps UP) |
|
|
|
ABOVE 100 ft (30 m) AGL |
|
|
|
46 MPH (40 kts) (Flaps DOWN) |
|
|
|
BELOW 100 ft (30 m) AGL |
(3) |
Touchdown |
- MINIMUM |
FLIGHT SPEED |
(4) |
Brakes - |
APPLY (as |
needed) |
(5) |
Ignition |
- OFF |
|
Precautionary Landing With Engine Power:
(1) Select Field - FLY OVER, noting terrain, obstructions and rind direction
(2) Flaps - AS REQUIRED (for landing site)
(3) Airspeed - 51 MPH (44 kts) (Flaps UP) 46 MPH (40 kts) (Flaps DOWN)
(4) Touchdown - MINIMUM FLIGHT SPEED
(5) Brakes - APPLY (as needed)
(6) Ignition - OFF
DITCHING
With Engine Power:
(1) Flaps - FULL
(2) Airspeed - 46 MPH (40 kts)
(3) Rate of Descent - 480 ft/min (146 m) or less (adjust with power).
Without Engine Power:
(1) Flaps - 20 DEGREES
(1) Airspeed - 46 MPH (40 kts)
Approach:
(1) High Winds,
(2) Light Winds, Heavy Swells - PARALLEL TO SWELLS
Touchdown - LEVEL ATTITUDE AT ESTABLISHED DESCENT RATE
DOC# 907-01 REV. A DATE 07/01/92
3-5
DITCHING (cont'd.)
Immediately After Touchdown:
(1) Unlatch Pilot Restraint System
(2) Remove Helmet
(3) Exit Aircraft
LANDING WITH A DEFECTIVE MAIN WHEEL TIRE
(1) Approach - NORMAL
(2) Flaps - FULL
(3) Touchdown - GOOD TIRE FIRST. Hold the aircraft off of the defective tire as long as possible with aileron control. If feasible, land in a crosswind from the side with the GOOD TIRE.
AIRBORNE STRUCTURAL FAILURE
(1) Ignition - OFF
(2) Deploy Aircraft Recovery System (ARS):
(A) Ballistic System*:
(3) Deployment Switch - ACTIVATE or
(B) Hand Deployed System*:
(3) ARS - Remove from container, throw to a clear area in the direction of rotation (if spinning) and slightly downward.
REDUCTION DRIVE SYSTEM FAILURE
(1) Ignition - OFF
(2) Follow appropriate Emergency Landing Procedures.
FIRE
(1) Fuel Valve - OFF
(2) Ignition - OFF
(3) Follow appropriate Emergency Landing Procedures.
* Refer to ARS Owner's Manual for specific information. DOC/ 907-01 REV. A DATE 07/01/92
3-6
AMPLIFIED PROCEDURES ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most important thing to do is to stop the aircraft on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type.
The first response to an engine failure after takeoff, BELOW 100 feet (30 m) AGL, is to promptly LOWER the nose and establish the beat glide speed of 55 MPH (48 kts) with Flaps UP, 46 MPH (40 kts) with Flaps DOWN. In most cases, the landing should be planned straight ahead with only small heeding corrections to avoid obstructions. Of course, the number one priority is to land the aircraft as smoothly and accurately as possible.
After an engine failure in flight, the best glide speed should be established as quickly as possible. While gliding toward a suitable landing site, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown on the checklist. If the engine cannot be restarted, a forced landing without power must be completed.
FORCED LANDINGS
Select a suitable landing site and proceed to it. If all attempts to restart the engine fail and a forced landing is imminent, follow the checklist for Emergency Landing Without Power.
If altitude permits, maneuver to a position over the intended landing site at an altitude of 500 feet (152 m) above the ground in the same direction of intended landing. This is the "high key" position (refer to Figure 3-1). If altitude does not permit entry at the 'high key", then maneuver to the "low key" position. The "low key" is abeam the landing site, 300 feet (91 m) above the ground, flying downwind opposite the intended landing direction. From the "low key" position turn to "final key' at 100 feet (30 m) above the ground. Line up with the landing zone and execute the type of landing as required for the size and length of the landing site. Practice of this procedure should be done power off with entries from both the "high key" and "low key" position. While practicing, choose a landing site that allows for gross errors of judgement.
3-7
300' AGLy
100' AGL TOUCH DOWN ........... .•••1
................. .......
Figure 3-1: Emergency Landing Pattern.
Before attempting an "off airport" landing with engine power available, overfly the intended landing site beginning at the "high key" position to inspect the area for terrain characteristics, obstructions and wind direction. If you must choose to land either into the rind or uphill, normally uphill will provide the shortest ground roll. Once your decision has been made, proceed with the Precautionary Landing with Engine Power Checklist.
When preparing to ditch, it is advisable to jettison any heavy objects from around the pilot, including heavy clothing. Of course, if time permits, ditch as close to land or a water vessel as possible.
NOTE: When choosing a helmet, consider the weight as well as the structural integrity. In the case of an abnormal landing, the "g" forces created could cause neck injury. A lightweight helmet that meets industry standards is recommended.
RECOVERY FROM A SPIRAL DIVE
If a spiral dive is encountered, proceed as follows:
(1) Retard Throttle to IDLE.
(2) Stop the turn by using coordinated aileron and rudder in opposite direction of spiral dive.
(3) Cautiously apply elevator back pressure to slowly reduce the airspeed to normal cruise speed.
DOC. 907-01 REV. A DATE 07/01/92
3-8
SPINS
Intentional spins in the Quicksilver GT 500 aircraft are PROHIBITED. Should an inadvertent spin occur, the following recovery procedure should be used:
(1) Retard the throttle to IDLE.
(2) Place the ailerons in the NEUTRAL position.
(3) Apply and HOLD full rudder opposite to the direction of rotation.
(4) Just after the rudder pedal reaches the stop, move the control wheel (yoke) forward far enough to "break" the stall.
(5) Hold these control inputs until rotation stops.
(6) As rotation stops, neutralize rudder and apply back pressure on the control stick to slowly reduce airspeed to normal cruise speed.
(7) The spin will develop into a spiral dive after 3/4 of a revolution. If this occurs, follow the recovery procedure described in `Recovery from a Spiral Dive'.
If the controllability of the aircraft is in question at altitudes BELOW 1000 FEET AGL (304 m), the Aircraft Recovery System should be deployed. If a landing is attempted, the landing area used must be larger than normal. It must also be relatively flat, smooth and devoid of obstructions.
3-9
Although control system failures are extremely rare, you should thoroughly understand these procedures and be prepared to react accordingly. The major determining factor in any inflight emergency is time. The amount of time available is dependent upon the altitude at which the emergency occurs. If there is any doubt as to whether there is ample time/altitude to resolve an emergency situation in which the aircraft is not totally controllable, DEPLOY THE AIRCRAFT RECOVERY SYSTEMIII Time is your biggest ally when properly used, and your biggest enemy when it is wasted.
If proper time/altitude exists during a flight control system failure, proceed in the following manner:
ELEVATOR FAILURE - If you experience a loss of pitch control or a tendency for the aircraft to pitch up or down, it is possible that the elevator control system has failed. The aircraft pitch may be controlled with power. Before doing anything, level the wings. If the aircraft is in a nose down attitude, smoothly add power. The aircraft should begin to pitch up as the airspeed increases. If the aircraft is in a nose up attitude, smoothly decrease power. The aircraft should begin to pitch down as the airspeed decreases. It is possible to make an emergency landing in this situation IF the aircraft smoothly responds to BOTH pitch up and pitch down power changes. Make the approach and landing in the position that provides the best pitch change to power change combination. Land into the wind since the touchdown will be made at a HIGHER than normal airspeed. A minimum altitude of 1000 feet (304 m) AGL should be used as a decision height. If the aircraft is not under control at altitudes below 1000 feet (304 m) AGL, the Aircraft Recovery System should be deployed.
RUDDER FAILURE - A rudder failure is indicated by a lack of response in yaw control with one or both of the rudder pedals; or, if the rudder has become fixed in one position, by a tendency for the aircraft to continously yaw in one direction. In such a case, it is possible to directionally control the aircraft by using the ailerons. For example, if the aircraft is yawing to the right, make all turns to the right with the wings level. If the rudder is free, the aircraft should not have a yaw tendency. In this case, make all turns, using the ailerons, at very shallow angles of bank (10 degrees or less). Make the approach at an airspeed of no less than 42 MPH (37 kts). Land into the wind. Airspeed at touchdown should be NO LOWER than 35 MPH (30 kts). Maintain directional control on the ground with nose wheel steering.
DOGS 907-01 REV. A DATE 01/07/92
3-10
FLIGHT WITH A DEFECTIVE FLIGHT CONTROL SYSTEM (cont'd.)
AILERON FAILURE - An aileron failure is indicated by a lack of response of control wheel roll inputs or the tendency of the aircraft to continuously roll in one direction. It is possible to counteract the roll with rudder input in the opposite direction of the roll. If directional control can be maintained with use of the rudder, make the approach at an airspeed of no less than 42 MPH (37 kts). If the aircraft has a tendency to roll to the right, make all turns to the right using very shallow angles of bank (no more than 10 decrees). Land into the wind. Airspeed at touchdown should be not less than 35 MPH (30 kts).
REDUCTION DRIVE SYSTEM FAILURE
A drive system failure is indicated by either a rapid increase in engine RPM (not associated with throttle movements), or abnormal vibration and/or sound from the aircraft. When such a failure is recognized, IMMEDIATELY turn the keyed ignition "OFF". Excessive RPM can severely damage the powerplant and excessive vibration can cause damage or failure to the airframe. As the powerplant is shut-down, establish a maximum glide airspeed of 40 MPH (35 kts). After selecting a suitable landing area proceed with the appropriate emergency landing procedure. Landing without engine power should be made at an airspeed of at least 42 MPH (37 kts). Refer to page 3-2 of this manual for Airspeeds for Emergency Operation.
If the controllability of the aircraft is in question at altitudes BELOW 1000 feet (304 n) AGL, the Aircraft Recovery System should be deployed. If a landing is attempted the landing area used must be larger than normal. It must also be relatively flat, smooth and devoid of obstructions.