G58 Baron POH/AFM

G58 Baron POH/AFM
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Model G58
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
SUBJECT
PAGE
Emergency Airspeeds (5500 Lbs) . . . . . . . . . . . . . . . . . . 3-4
One-Engine-Inoperative Procedures . . . . . . . . . . . . . . . . 3-4
Controllability vs. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Obtaining The Best Single-Engine Climb Performance . . 3-5
Determining Inoperative Engine . . . . . . . . . . . . . . . . . . . . 3-5
Engine Failure During Ground Roll . . . . . . . . . . . . . . . . . 3-5
Engine Failure After Lift-off and in Flight . . . . . . . . . . . . . 3-6
Engine Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
On The Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Landing Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Gear-Up Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Systems Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
One-Engine-Inoperative Operation on Crossfeed . . . . . 3-10
Electrical Smoke or Fire . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Alternator Failure [L ALT INOP] or [R ALT INOP] . . . . . 3-12
Electrical Systems Load Shedding. . . . . . . . . . . . . . . . . 3-13
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Autopilot Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Autopilot Malfunction Altitude Losses . . . . . . . . . . . . . 3-14
Autopilot Manual Disengagement. . . . . . . . . . . . . . . . 3-14
Autopilot Automatic Disengagement. . . . . . . . . . . . . . 3-15
Autopilot Overspeed Recovery [MAXSPD]. . . . . . . . . 3-16
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Model G58
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS (CONT’D)
SUBJECT
PAGE
Autopilot Response to Erroneous AHRS Input . . . . .
Electric Pitch Trim Failure [PTRM] . . . . . . . . . . . . . .
Unscheduled Electric Pitch Trim . . . . . . . . . . . . . . . . . .
Air Data Computer (ADC) Failure . . . . . . . . . . . . . . . . .
Attitude and Heading Reference
System (AHRS) Failure. . . . . . . . . . . . . . . . . . . . . . . . .
Failure of PFD or MFD . . . . . . . . . . . . . . . . . . . . . . . . .
Failure of PFD and MFD . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Communications . . . . . . . . . . . . . . . . . . . .
Garmin Terrain Awareness and
Warning System (TAWS) . . . . . . . . . . . . . . . . . . . . . .
TAWS Forward Looking
Terrain Warning [PULL UP] . . . . . . . . . . . . . . . . . . .
Excessive Descent Rate Warning [PULL UP] . . . . . .
Additional Warning Annunciations . . . . . . . . . . . . . . . .
Fuel Flow High [FUEL FLOW HI] . . . . . . . . . . . . . . .
Cylinder Head Temperature High [CHT HI] . . . . . . . .
Oil Temperature High [OIL TEMP HI] . . . . . . . . . . . .
Oil Pressure High [OIL PRESS HI] . . . . . . . . . . . . . .
Oil Pressure Low [OIL PRESS LO] . . . . . . . . . . . . . .
Fuel Quantity Low [FUEL QTY LO] . . . . . . . . . . . . . .
3-17
3-17
3-18
3-19
3-19
3-19
3-20
3-20
3-20
3-20
3-23
3-24
3-24
3-25
3-25
3-26
3-26
3-26
Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Severe Icing Conditions (Alternate Method of
Compliance With FAA AD 98-04-24). . . . . . . . . . . . . . 3-28
3-2
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Section 3
Emergency Procedures
Model G58
All airspeeds quoted in this section are indicated airspeeds
(IAS) and assume zero instrument error.
Closed [BRACKETS] in this section denotes Warning, Caution
and Advisory annunciations which appear on the PFD and
MFD.
NOTE
The following information is presented to
enable the pilot to form, in advance, a definite plan of action for coping with the most
probable emergency situations which could
occur in the operation of the airplane.
In order to supply one safe speed for each
type of emergency situation, the airspeeds
presented were derived at 5500 lbs (5400
lbs for landing).
Immediate action procedures are delineated by bold type with the remaining procedures following.
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Section 3
Emergency Procedures
Model G58
EMERGENCY AIRSPEEDS (5500 LBS)
One-Engine-Inoperative Best Angle-of-Climb (VXSE) . . . 95 kts
One-Engine-Inoperative Best Rate-of-Climb (VYSE). . . 101 kts
Air Minimum Control Speed (VMCA) . . . . . . . . . . . . . . . . 84 kts
One-Engine-Inoperative Enroute Climb . . . . . . . . . . . . 101 kts
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 kts
One-Engine-Inoperative Landing (5400 lbs):
Maneuvering to Final Approach . . . . . . . . . . . . . . . 107 kts
Final Approach (Flaps Down) (30°) . . . . . . . . . . . . . 95 kts
Intentional One-Engine-Inoperative
Speed (VSSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 kts
Maximum Range Glide . . . . . . . . . . . . . . . . . . . . . . . . . 115 kts
The stall warning horn is inoperative when
the battery and alternator switches are
turned off.
ONE-ENGINE-INOPERATIVE PROCEDURES
CONTROLLABILITY VS. AIRSPEED
Airspeed is the single most important factor in maintaining airplane control during single engine operations. The airplane
can be safely maneuvered or trimmed for normal hands-off
operation and sustained in this configuration by the operative
engine AS LONG AS SUFFICIENT AIRSPEED IS MAINTAINED.
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Model G58
Section 3
Emergency Procedures
OBTAINING THE BEST SINGLE-ENGINE CLIMB
PERFORMANCE
To obtain best single-engine climb performance with one
engine inoperative, the airplane must be banked 3° to 5° into
the operative engine while maintaining a constant heading.
DETERMINING INOPERATIVE ENGINE
The following checks will help determine which engine is inoperative:
1. DEAD FOOT - DEAD ENGINE - The rudder pressure
required to maintain directional control will be on the side
of the operative engine.
2. THROTTLE - Partially retard the throttle for the engine
that is believed to be inoperative; there should be no
change in control pressures or in the sound of the engine
if the correct throttle has been selected. AT LOW ALTITUDE AND AIRSPEED THIS CHECK MUST BE
ACCOMPLISHED WITH EXTREME CAUTION.
Do not attempt to determine the inoperative engine by means
of the tachometers or the manifold pressure displays. These
displays often indicate near normal readings.
ENGINE FAILURE DURING GROUND ROLL
1. Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
2. Braking . . . . . . . . . . . . . AS REQUIRED TO ACHIEVE
STOPPING DISTANCE
If emergency shutdown is warranted:
3. Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
4. Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
5. Alternators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
6. Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
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Section 3
Emergency Procedures
Model G58
ENGINE FAILURE AFTER LIFT-OFF AND IN
FLIGHT
An immediate landing is advisable regardless of take-off
weight. Continued flight cannot be assured if take-off weight
exceeds the weight determined from the TAKE-OFF WEIGHT
graph. Higher take-off weights will result in a loss of altitude
while retracting the landing gear and feathering the propeller.
Continued flight requires immediate pilot response to the following procedures.
1. Landing Gear and Flaps . . . . . . . . . . . . . . . . . . . . . UP
2. Throttle (inoperative engine) . . . . . . . . . . . . CLOSED
3. Propeller (inoperative engine) . . . . . . . . . . FEATHER
4. Power (operative engine) . . . . . . . . . . AS REQUIRED
5. Airspeed . . . . . . . . . . . MAINTAIN SPEED AT ENGINE
FAILURE (101 kts MAX.) UNTIL
OBSTACLES ARE CLEARED
NOTE
The most important aspect of engine failure
is the necessity to maintain lateral and
directional control. If airspeed is below
VMCA (84 kts), reduce power on the operative engine as required to maintain control.
Refer to Section 10, SAFETY INFORMATION for additional information regarding
pilot technique.
After positive control of the airplane is established:
6. Secure inoperative engine:
a. Mixture Control . . . . . . . . . . . . . . . . . . . . . . CUT OFF
b. Fuel Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
c. Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . OFF
d. Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
e. Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
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Model G58
Section 3
Emergency Procedures
f. Alt Load . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
g. Nonessential Electrical Equipment. . . . . . . . . OFF AS
REQUIRED
(to reduce load on operative alternator)
h. Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . BUS TIE
(ties the side with the functional alternator to the inoperative side)
i. Alt Load . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
j. Nonessential Electrical Equipment. . . . . . . . . .ON AS
REQUIRED
(maintain load limits of operative alternator)
k. Cowl Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
ENGINE FIRE
ON THE GROUND
1. Mixture Controls . . . . . . . . . . . . . . . . . . . . . . CUT OFF
2. Starter (affected engine). . . . . CONTINUE TO CRANK
3. Fuel Selector Valves . . . . . . . . . . . . . . . . . . . . . . . .OFF
4. Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
5. Alternators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
6. Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
7. Exit airplane and move to a safe distance.
IN FLIGHT
Shut down the affected engine according to the following procedure and land immediately. Follow the applicable oneengine-inoperative procedures in this section.
1. Fuel Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . .OFF
2. Mixture Control . . . . . . . . . . . . . . . . . . . . . . . CUT OFF
3. Propeller . . . . . . . . . . . . . . . . . . . . . . . . . FEATHERED
4. Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
5. Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
6. Alternator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
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Section 3
Emergency Procedures
Model G58
EMERGENCY DESCENT
1. Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
2. Propellers. . . . . . . . . . . . . . . . . . . . . . . . . . . 2700 RPM
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 KTS
4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
5. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . APPROACH (15°)
GLIDE
1. Propellers. . . . . . . . . . . . . . . . . . . . . . . . . FEATHERED
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP (0°)
3. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
NOTE
The landing gear will not retract unless one
of the throttles is in a position corresponding to approximately 15 in. Hg manifold
pressure or above.
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 KTS
5. Glide Ratio. . . . . . . . . . . . . . . . . . . . . . . .2 nautical miles
for each 1000 feet of altitude
3-8
3-8
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Section 3
Emergency Procedures
Model G58
LANDING EMERGENCIES
GEAR-UP LANDING
NOTE
The landing gear will not retract unless one
of the throttles is in a position corresponding to approximately 15 in. Hg manifold
pressure or above.
If possible, choose firm sod. When assured of reaching landing
site:
1. Cowl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
2. Wing Flaps . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
3. Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
4. Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
5. Mixture Controls . . . . . . . . . . . . . . . . . . . . . . . CUT OFF
6. Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
7. Alternators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
8. Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
9. Wings . . . . . . . . KEEP LEVEL DURING TOUCHDOWN
10. Get clear of the airplane as soon as possible after it
stops.
NOTE
The gear up landing procedures are based
on the best available information and no
actual tests have been conducted.
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Section 3
Emergency Procedures
Model G58
SYSTEMS EMERGENCIES
ONE-ENGINE-INOPERATIVE
CROSSFEED
OPERATION
ON
NOTE
The fuel crossfeed system is to be used
only during emergency conditions in level
flight only.
Left Engine Inoperative:
1. Right Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . LOW
2. Left Fuel Selector . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Right Fuel Selector . . . . . . . . . . . . . . . . . . CROSSFEED
(feel for detent; confirm visually)
4. Right Fuel Boost Pump . . . . . LOW or OFF (as required)
Right Engine Inoperative:
1. Left Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . LOW
2. Right Fuel Selector . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Left Fuel Selector . . . . . . . . . . . . . . . . . . . CROSSFEED
(feel for detent; confirm visually)
4. Left Fuel Boost Pump . . . . . . LOW or OFF (as required)
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Model G58
Section 3
Emergency Procedures
ELECTRICAL SMOKE OR FIRE
Action to be taken must consider existing conditions and
equipment installed:
1. Alternators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
2. Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
3. Heading Control . . . . . . MAINTAIN USING STANDBY
COMPASS IF REQUIRED
The PFD, MFD and Stall Warning will
become inoperative with the batteries and
alternators off. Only the standby instruments will be available.
4. All Electrical Switches . . . . . . . . . . . . . . . . . . . . . . . .OFF
5. Dissipation of smoke may be aided by the following:
a. Cabin Air and Cabin
Heat Controls . . . . . . . . . . . . . . . . . FULL FORWARD
b. Pilot Air and Copilot Air . . . . . . . . . . . . . PULL OPEN
c. Overhead Fresh Air Outlets . . . . . . . . . . . . . . . OPEN
If smoke or fire ceases, individually restore electrical equipment to isolate defective equipment.
6. Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
7. Alternators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
8. Essential Electrical Equipment . . . . ON ONE AT A TIME
9. Pilot’s Storm Window (if required). . . . . . . . . . . . . OPEN
10. Land as soon as practical.
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Section 3
Emergency Procedures
Model G58
ALTERNATOR FAILURE [L ALT INOP] or [R ALT
INOP]
Display of either [L ALT INOP] or [R ALT INOP] warning alert
on the PFD:
1. MFD Softkeys . . . . . . SELECT ENGINE AND SYSTEM
2. Alt Load (failed side) . . . . CHECK FOR ZERO OUTPUT
If the loadmeter indicates zero load and there is no indication
of a bus short (i.e. zero voltage on the battery bus or electrical
smoke):
3. Alternator (failed side) . . . . . . . . . OFF MOMENTARILY,
THEN ON
If the warning alert extinguishes and a positive load is indicated:
4. Continue to use the alternator.
If the warning alert remains displayed:
5. Alternator (failed side) . . . . . . . . . . . . . . . . . . . . . . . OFF
6. Nonessential Electrical Equipment . . . . . . . . . . OFF AS
REQUIRED
(to reduce load on operative alternator)
7. Alternator (failed side) . . . . . . . . . . . . . . . . . . . . BUS TIE
(ties the side with the functional alternator to inoperative
side)
8. ALT LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
9. Nonessential Electrical Equipment . . . . . . . . . . . ON AS
REQUIRED
(maintain load limits of operative alternator)
If the warning alert for the other alternator displays:
10. Repeat steps 1 thru 5 above for the other alternator.
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Model G58
Section 3
Emergency Procedures
If both alternators remain inoperative [L-R ALT INOP]:
11. Nonessential Electrical Equipment . . . . . . . . . . .OFF TO
CONSERVE BATTERIES
12. If Icing Conditions Exist . . . . . . . . . . . . .EXIT AS SOON
AS POSSIBLE
13. Land as soon as practical.
ELECTRICAL LOAD SHEDDING
The battery emergency operating time (30 minutes minimum
per battery) is based on the following loads being shed:
1. Left and Right Alternators . . . . . . . . . . . . . . . . . . . . .OFF
2. Avionics Master . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
3. Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
4. Fuel Vent Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
5. Stall Warning Heat . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
6. Propeller Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
7. Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
8. Air Conditioner/Blower (if installed). . . . . . . . . . . . . .OFF
9. Heater/Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
10. Strobe Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
11. Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
12. Nav LIghts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
13. Flood Lights . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
14. Panel Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
15. Utility Power (if being used) . . . . . . . . . . . . . . . UNPLUG
16. Cabin Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
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Section 3
Emergency Procedures
Model G58
AVIONICS
AUTOPILOT FAILURES
AUTOPILOT
(FEET)
MALFUNCTION
ALTITUDE
LOSSES
Climb, Cruise, Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
AUTOPILOT MANUAL DISENGAGEMENT
When the autopilot is manually disengaged normally, the
green [AP] in the AFCS Status Bar will change to a black [AP]
on a yellow background, flash for 5 seconds, then extinguish,
and a 2-second aural alert will sound. The [YD] will also
change color and flash if it disconnects.
The autopilot can be manually disengaged by:
1. Pressing the red AP DISC switch on the pilot’s control
wheel. (Also disconnects the Yaw Damper)
2. Moving the left (outboard) side of the electric trim switch.
(Yaw Damper will not disengage.)
3. Pressing the AP key on the MFD. (Yaw Damper will not
disengage.)
4. Pressing the GO AROUND switch on the left side of the
Throttle. (Yaw Damper will not disengage.)
The autopilot can also be disengaged in an emergency by
turning the Avionics Switch off. If this procedure is used the following will occur:
1. No aural alert will sound.
2. A red flashing [AP] will be displayed in the AFCS Status
Bar. The left side of the trim switch must be used to cancel it.
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Model G58
Section 3
Emergency Procedures
3. A yellow flashing [YD] will be displayed for 5 seconds
then extinguish.
4. The Flight Director will remain displayed but cannot be
used.
5. The electric trim will be inoperative.
6. The MFD will be inoperative.
AUTOPILOT AUTOMATIC DISENGAGEMENT
Red Flashing [AP] and Aural Tone
Red [AFCS]
Possible Red [PITCH] and/or [ROLL] to indicate axis failed
Loss of the following items will cause the autopilot to automatically disconnect. The autopilot will remain inoperative and cannot be re-engaged until the inoperative item is restored. AHRS,
ADC, PFD, GIA 1 (INTEG AVION 1), and GIA 2 (INTEG
AVION 2).
1. AP DISC Switch . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(to cancel tone and flashing [AP])
or
2. Left (outboard) Side of Trim Switch . . . . . . . . ACTUATE
(to cancel tone and flashing [AP])
3. Pitch Trim . . . . . . . . . . . . . . . . . . . . . RETRIM AS REQD
Do not re-engage the autopilot until the
cause of the malfunction has been determined.
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Section 3
Emergency Procedures
Model G58
AUTOPILOT OVERSPEED RECOVERY [MAXSPD]
If the airspeed or airspeed trend vector reaches approximately
210 KIAS, a flashing yellow [MAXSPD] will be displayed above
the airspeed display and the autopilot will command a pitch up
in order to decelerate the airplane below 210 KIAS.
1. Throttle . . . . . . . . . . REDUCE POWER AS REQUIRED
2. Autopilot
a. Disconnect and manually slow the airplane
(or)
b. Use VS or PIT Mode and NOSE UP key to slow the
airplane
3. [MAXSPD] . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
(when speed is reduced below approx. 205 KIAS)
If in PIT mode, the flight director will revert
to the original pitch attitude when the [MAXSPD] is cancelled if the pitch attitude is not
adjusted with the NOSE UP key.
4. Autopilot Overspeed Recovery is not available in Altitude
Hold (ALT) or glideslope (GS) modes.
5. The speed reference cannot be adjusted while in the
Overspeed Recovery Mode.
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Model G58
Section 3
Emergency Procedures
AUTOPILOT RESPONSE TO ERRONEOUS AHRS
INPUT
A failure of the AHRS may cause erroneous autopilot
responses and/or electric pitch trim activations.
One or more of the following indications may be present.
Red [AFCS]
Yellow or Red [AP]
Yellow [CHECK ATTITUDE]
Unexpected Roll or Pitch Deviations
Erroneous Attitude Indication
1. Control Wheel . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY
2. Standby Attitude Indicator . . . . .CROSS CHECK FOR
PROPER ATTITUDE
3. AP DISC Switch. . . . . . . . . . . . . . . PRESS AND HOLD
4. Pitch Trim . . . . . . . . . . . . . . . . . . . . .RETRIM IF REQD
5. AP DISC Switch. . . . . . . . . . . . . . . . . . . . . . . RELEASE
If uncommanded deviation occurs again:
6. AP DISC Switch . . . . . . . . . . . . . . . PRESS AND HOLD
7. AP SERVOS Circuit Breaker . . . . . . . . . . . . . . . . . PULL
8. AP DISC Switch . . . . . . . . . . . . . . . . . . . . . . . RELEASE
9. Pitch Trim . . . . . . . . . . . . . . . . . . . . . .RETRIM IF REQD
ELECTRIC PITCH TRIM FAILURE [PTRM]
Illumination of the red [PTRM] annunciator on the PFD:
1. Control Wheel . . . . . . . . . . HOLD FIRMLY and maintain
(be prepared for out-of-trim condition)
2. AP DISC Switch . . . . . . . . . . . . PRESS AND RELEASE
3. Manual elevator trim . . . . . . . . . . . . . . . . AS REQUIRED
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Section 3
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Model G58
If the red [PTRM] annunciator extinguishes:
4. Autopilot (at pilot’s discretion) . . . . . . . . . . . . . ENGAGE
If the red [PTRM] annunciator does not extinguish:
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . DO NOT ENGAGE
6. Manual elevator trim . . . . . . . . . . . . . . . .AS REQUIRED
NOTE
Reversal of flap travel while the red in-transit light is illuminated may cause a [PTRM]
fault.
UNSCHEDULED ELECTRIC PITCH TRIM
Red Flashing [PTRM]
Possible yellow [↓ELE] or [↑ELE]
1. Airplane Attitude . . . . . . . . . . . . . . . . MAINTAIN USING
ELEVATOR CONTROL
(expect residual pitch forces)
2. AP DISC Switch . . . . . . . . . . . . .DEPRESS AND HOLD
(to interrupt the pitch trim)
3. Avionics Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. AP DISC Switch . . . . . . . . . . . . . . . . . . . . . . . RELEASE
5. AP SERVOS Circuit Breaker. . . . . . . . . . . . . . . . . PULL
6. Avionics Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
7. Pitch Trim . . . . . . . . . . . . . . . . . . . . RETRIM AS REQD
NOTE
Autopilot will not re-engage with a failed
electric pitch trim system or with the AP
SERVOS circuit breaker pulled.
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Model G58
Section 3
Emergency Procedures
AIR DATA COMPUTER (ADC) FAILURE
Yellow [AIRSPEED]
Yellow [ALTITUDE FAIL]
Yellow [VERT SPEED FAIL]
Red X over TAS and OAT Display
1. Refer to the standby airspeed and altimeter.
2. Land as soon as practical.
ATTITUDE AND HEADING REFERENCE SYSTEM
(AHRS) FAILURE
Yellow [ATTITUDE FAIL]
Red X over attitude display
Removal of Sky/Ground Display
Yellow [HDG] with red X
Compass Rose Digits Removed
Course Pointer will indicate straight up
Autopilot and Yaw Damper will Disengage
1. AP DISC Switch . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(if required to cancel autopilot tone & flashing [AP])
2. Use Standby Attitude Indicator and Magnetic compass
3. Nav Course . . . . . . . . . .SET USING DIGITAL WINDOW
4. Land as soon as practical.
FAILURE OF PFD OR MFD
If the remaining display does not automatically revert to the
reversionary mode:
1. DISPLAY BACKUP Button on Audio Panel . . . . PRESS
2. Com 1 and Nav 1 will be lost if the PFD fails.
3. Comm 2 and Nav 2 will be lost if the MFD fails.
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Section 3
Emergency Procedures
Model G58
FAILURE OF PFD AND MFD
1. Transition to the Standby Instruments.
2. 121.5 MHZ will automatically be available to the pilot
through the pilot’s headset.
3. Land as soon as practical.
EMERGENCY COMMUNICATIONS
The 121.5 MHZ Emergency frequency will be automatically
loaded in the active frequency field under the following conditions.
1. Pressing and holding the COM Frequency Toggle Key
for approximately 2 seconds.
2. When a COM tuning failure is detected by the system.
3. In the event of a failure of the PFD and the MFD, the
emergency frequency will be available to the pilot
through the headset.
GARMIN TERRAIN AWARENESS AND WARNING
SYSTEM (TAWS)
(TH-2138, TH-2141 and after and prior airplanes in compliance with Service Bulletin 34-3774.)
TAWS FORWARD LOOKING TERRAIN WARNING
[PULL UP]
Voice Warning Alert: See the following table.
Reduced Required Terrain (or Obstacle) Clearance (RTC or
ROC) Warning - Voice warning alerts and annunciators are
provided if the airplane flight path is projected to violate a set of
terrain and obstacle minimum clearance requirements within
approximately 30 seconds.
Imminent Terrain (or Obstacle) Impact (ITI or IOI) Warning Voice warning alerts and annunciators are provided if the airplane flight path is projected to impact the terrain or an obstacle within approximately 30 seconds.
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Model G58
In all cases, a red [PULL UP] will be displayed on the PFD and
the MFD TAWS page, if selected. One of the following voice
alerts will be heard.
REASON
VOICE WARNING ALERT
Violation of Required Terrain
Clearance (RTC) Requirements
within 30 seconds
“Terrain, Terrain; Pull Up, Pull
Up”
Imminent Terrain Impact (ITI)
within 30 seconds
“Terrain Ahead, Pull Up;
Terrain Ahead, Pull Up”
Violation of Required Obstacle
Clearance (ROC) Requirements
within 30 seconds
“Obstacle, Obstacle; Pull Up, Pull
Up”
Imminent Obstacle Impact (IOI)
within 30 seconds
“Obstacle Ahead, Pull Up;
Obstacle Ahead, Pull Up”
The above warnings will normally be preceded by similar Cautions which will occur approximately 30 seconds prior to the
warning. See Section 3A, ABNORMAL PROCEDURES.
NOTE
When the TAWS Page is not displayed,
and a terrain or obstacle warning is issued,
a pop-up window is displayed in the lower
right corner of the MFD displaying an
appropriate annunciator. See Section 7,
SYSTEMS DESCRIPTION.
NOTE
Pilots are authorized to deviate from their
current air traffic control (ATC) clearance to
the extent necessary to comply with a
TAWS warning.
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Section 3
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Model G58
The following procedures should be followed if any of the preceding warnings occur.
In IMC or at Night:
1. Wings - Level
2. Power - Maximum Allowable
3. Pitch - Increase
a. Promptly and smoothly increase pitch towards an
initial pitch attitude of 15°.
b. Adjust to maintain 92 KIAS.
c. Adjust as required to avoid a continuous stall
warning.
4. Gear and Flaps - Retracted
5. Continue climb at 92 KIAS until terrain clearance is
assured. (The voice warning alert will be repeated until
the threat no longer exists.)
6. Advise Air Traffic Control as necessary
Only vertical maneuvers are recommended
unless the pilot, using all available information and instruments, determines that a
turn, in addition to the vertical escape
maneuver, is the safest course of action.
In Day VMC:
1. Evaluate flight path with respect to terrain or obstacle.
2. Take action as necessary to recover safe terrain or
Obstacle Clearance.
3. Advise Air Traffic Control as necessary.
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Model G58
Section 3
Emergency Procedures
EXCESSIVE DESCENT RATE WARNING [PULL UP]
Voice Warning Alert: “Pull Up”
Excessive Descent Rate (EDR) Warning - A Voice warning
alert and annunciators are provided if the airplane is below
5,000 feet and approaching the terrain at an excessive rate of
descent in relation to the altitude above the terrain. The warning will be provided whether or not the TAWS system is inhibited. A red [PULL UP] will be displayed on the PFD and the
MFD TAWS page, if selected, and the “PULL UP” voice warning alert will be heard. If the TAWS page is not selected, a red
[PULL-UP] will be displayed in a pop-up window on the Map
page. This warning will normally be preceded by a caution.
See Section 3A, ABNORMAL PROCEDURES.
The following procedure should be followed if the above warning occurs.
• Level wings and reduce rate of descent until visual and aural
warnings cease.
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Section 3
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Model G58
ADDITIONAL WARNING ANNUNCIATIONS
Illumination of a warning annunciation and its associated
repeating aural tone:
1. ALERTS softkey . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(Cancels aural alert and displays
message in alerts window.)
NOTE
On some software versions exceeding a
specific engine or electrical tolerance will
cause the engine display to automatically
revert to the default ENGINE page display.
Hence, the following warning annunciations
are not required. Other software versions
require the pilot to manually select the
ENGINE page display and necessitate
additional warning annunciations. It
remains the pilot’s responsibility to monitor
and operate the airplane within the specified limits.
2. ENGINE softkey . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(As required to return to
primary engine page.)
3. Appropriate action . . . . . . . . . . . . . . . AS REQUIRED
FUEL FLOW HIGH [FUEL FLOW HI]
1. Fuel Flow. . . . . . . . . . . . . . . . . . . .CONFIRM > 27.4 gph
2. Boost Pump (if not required) . . . . . . . . . . . VERIFY OFF
3. Mixture. . . . . . . . . . . . . . . . . . . . . LEAN AS REQUIRED
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Model G58
Section 3
Emergency Procedures
CYLINDER HEAD TEMPERATURE HIGH [CHT HI]
1. CHT . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM > 238°C
2. Cowl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
3. Mixture . . . . . . . . . . . . . . . . . . ENRICH AS REQUIRED
4. Airspeed . . . . . . . . . . . . . . . INCREASE AS REQUIRED
5. Power . . . . . . . . . . . . . . . . . . . REDUCE AS REQUIRED
If CHT drops below 238°C and annunciation extinguishes:
6. Continue flight to destination at pilot’s discretion, while
continuing to monitor CHT.
If CHT remains > 238°C and annunciation remains displayed:
7. Perform ENGINE FAILURE AFTER LIFT-OFF AND IN
FLIGHT procedures to secure affected engine.
or
8. Land at nearest suitable airport using the minimum
power required.
OIL TEMPERATURE HIGH [OIL TEMP HI]
1. Oil Temperature . . . . . . . . . . . . . . . . CONFIRM > 116°C
2. Cowl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
3. Power . . . . . . . . . . REDUCE TO LOWEST PRACTICAL
4. Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If oil temperature stabilizes below 116°C and annunciation
extinguishes:
5. Continue flight to destination at pilot’s discretion, while
continuing to monitor oil temperature and oil pressure.
If oil temperature continues to rise > 116°C:
6. Perform ENGINE FAILURE AFTER LIFT-OFF AND IN
FLIGHT procedures to secure affected engine.
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Section 3
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Model G58
or
7. Land at the nearest suitable airport using the minimum
power required.
OIL PRESSURE HIGH [OIL PRESS HI]
1. Oil Pressure. . . . . . . . . . . . . . . . . . . CONFIRM > 100 psi
2. Power . . . . . . . . . . . . . . . . . . .REDUCE AS REQUIRED
3. Continue flight to destination at pilot’s discretion, while
continuing to monitor oil pressure.
OIL PRESSURE LOW [OIL PRESS LO]
1. Oil Pressure. . . . . . . . . . . . . . . . . . . . CONFIRM < 10 psi
If confirmed:
2. Perform ENGINE FAILURE AFTER LIFT-OFF AND IN
FLIGHT procedures to secure affected engine.
or
3. Land at the nearest suitable airport using the minimum
power required.
FUEL QUANTITY LOW [FUEL QTY LO]
1. Fuel Indicators. . . . . . . . . CONFIRM LO QTY and TANK
2. Land at nearest suitable airport.
EMERGENCY EXITS
The openable windows on the left and right side of the cabin
may be used for emergency egress in addition to the cabin
door and utility doors. An emergency exit instructions placard
is located on each openable Window/Emergency Exit latch
cover.
To Open the Emergency Exit:
1. Remove cover as indicated by placard in the center of
the openable window emergency exit latch.
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Section 3
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Model G58
2. Rotate exposed red latch handle up (as indicated by
placard) breaking safety wire, and push window out.
NOTE
Anytime the window has been opened by
breaking the safety wire on the red emergency latch handle, the window must be
reattached and wired by a qualified
mechanic using a single strand of QQ-W343, Type S, .020 diameter copper wire
prior to further airplane operation.
For Access Past the 3rd and/or 4th seats:
1. Rotate red handle located on lower inboard side of seat
back.
2. Fold seat back over.
SPINS
Intentional spins are prohibited. If an unintentional spin is
encountered, perform the following procedure IMMEDIATELY
- THE LONGER THE DELAY, THE MORE DIFFICULT
RECOVERY WILL BECOME. Steps 1 through 3 should be
done AGGRESSIVELY and SIMULTANEOUSLY. The full forward position of the control column may be reduced slightly, if
required, to prevent the airplane from exceeding a 90° nose
down (inverted) attitude.
1. Control Column. . . . . . . . . . . . . . . . FULL FORWARD,
AILERONS NEUTRAL
2. Full Rudder . . . OPPOSITE THE DIRECTION OF SPIN
3. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. Controls . . . NEUTRALIZE WHEN ROTATION STOPS
5. Execute a smooth pullout.
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Model G58
NOTE
Federal Aviation Administration Regulations do not require spin demonstration of
airplanes of this class; therefore, no spin
tests have been conducted. The recovery
technique is based on the best available
information.
SEVERE ICING CONDITIONS
(ALTERNATE METHOD OF COMPLIANCE WITH
FAA AD 98-04-24)
THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING:
• Visible rain at temperatures below 0°C ambient air temperature.
• Droplets that splash or splatter on impact at temperatures
below 0°C ambient air temperature.
PROCEDURES FOR EXITING THE SEVERE ICING
ENVIRONMENT:
These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature. While
severe icing may form at temperatures as cold as -18°C,
increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues specified in
Section 2, LIMITATIONS for identifying severe icing conditions
are observed, accomplish the following:
1. Immediately request priority handling from Air Traffic
Control to facilitate a route or an altitude change to exit
the severe icing conditions in order to avoid extended
exposure to flight conditions more severe than those for
which the airplane has been certificated.
2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
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Model G58
Section 3
Emergency Procedures
3. Do not engage the autopilot.
4. If the autopilot is engaged, hold the control wheel firmly
and disengage the autopilot.
5. If an unusual roll response or uncommanded roll control
movement is observed, reduce the angle-of-attack.
6. Do not extend flaps when holding in icing conditions.
Operation with flaps extended can result in a reduced
wing angle-of-attack, with the possibility of ice forming
on the upper surface further aft on the wing than normal,
possibly aft of the protected area.
7. If the flaps are extended, do not retract them until the airframe is clear of ice.
8. Report these weather conditions to Air Traffic Control.
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Model G58
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