EMERGENCY CHECKLIST for N11HC

OFF AIRPORT LANDING

Airspeed / AOA...... Vg (2G-1Y ~85 K) Best Field...... Into Wind 3 Power Knobs...... Aft Fuel Selector...... Off Flaps...... As Required Slip...... As Required Mags...... Off Talk...... Emergency Squawk...... 7700 Seat Belts...... Tight High Key / Low Key...... Set (if possible) Master Switch...... Off ELT...... Activate Touch down at the minimum controllable airspeed, being careful not to all and drop the airplane in. Especially if forced to land in trees, low the airplane to fly into the trees rather than stalling and opping to the ground through the trees.

In very rough terrain, try to fly the airplane so that the fuselage ea misses the larger objects, such as the biggest tree trunks and cks. Sacrifice other parts of the airframe to absorb the impact energy

ENGINE FAILED OR FAILING – Time to Analyze

Maintain Aircraft Control Analyze the situation and take proper action Land as soon as practicable

Airspeed /AOA...... Vg (2G-1Y ~85 K) Touchdown Point...... GPS Nearest Mixture & RPM Knobs...... Full Forward Throttle...... 1/4 Open Fuel Pump...... On Fuel Selector...... Change Mags...... Change Engine Instruments...... Check Talk...... Emergency Squawk...... 7700 Seat Belts...... Tight Refer to "OFF AIRPORT LANDING " (If Required) Land...... ASAP

02-02-2013, Page 1 Pilot’s Operating Handbook (POH) for N11HC Glasair Super II-S FT, Slotted Flaps, IO-360, C/S Prop

ABORTS

ABORT TAKEOFF – WHILE ON RUNWAY Throttle...... Idle Brakes...... Apply Flaps...... Retract Mixture...... Idle Cutoff Master Switch...... Off Mags...... Off Fuel Selector...... Off

ABORT AFTER TAKEOFF - LAND ON RUNWAY DIVE...... Vg (2G-1Y ~85 K) Throttle...... Idle Flaps...... Full Slip...... If Necessary Brakes...... Apply Mixture...... Idle Cutoff Master Switch...... Off Mags...... Off Fuel Selector...... Off

2 Section 4 – Normal Operating Procedures 11-20-2011 EMERGENCY CHECKLIST for N11HC

ENGINE FIRE – During Start If Engine is NOT Running...... Continue Cranking with Starter o Mixture...... Idle Cutoff o Throttle...... Full Open If Engine IS Runnin Continue Running for a few Seconds then Shutdown. Mixture...... Idle Cutoff Throttle...... Full Open Fuel Selector...... Off If Still on Fire...... Use Extinguisher

ENGINE FIRE – In Flight Fuel Selector...... Off 3 Power knobs...... Aft Heat/Defrost & Air Vents...... Off ADI Backup Battery ...... On (If IMC) Master Switch...... Off Prop...... Stop (If Possible) Door...... Jettison (if Required) Refer to "OFF AIRPOORT LANDING - NO POWER" (If Required)

Open the door in flight only as a last resort effort. Never attempt this procedure under normal circumstances as the doors will depart the aircraft. Remember to let go of the door as it departs.

Consider going fast to blow out the fire and get on the ground faster. Consider slipping to get the flames to one side of the aircraft.

CABIN / WING FIRE – In Flight Vents, Heat/Defrost...... Closed Note: Control is Inop. with Battery/Alternators off ADI Backup Battery...... On (If IMC) Master Switch...... Off Attitude...... Slip Fire Extinguisher...... Activate Land...... ASAP

02-02-2013, Page 3 Pilot’s Operating Handbook (POH) for N11HC Glasair Super II-S FT, Slotted Flaps, IO-360, C/S Prop ELECTRICAL SMOKE OR FIRE – On Ground All Electrical Switches...... Off Mixture...... Full Lean Extinguisher...... Use It

ELECTRICAL SMOKE OR FIRE – In Flight Heat / Defrost...... Off Control is Inop. with Battery/Alternators off ADI Backup Battery...... On (If IMC) Master Switch...... Off The PFD, MFD and AOA will become inoperative with the battery and alternators off. Only the standby instruments will be available. All Electrical Switches...... Off Speed...... <80 Knots Air Vents...... Open (maybe) Fire Extinguisher...... Use if Possible Door...... Jettison (if Required) Open the door in flight only as a last resort effort. Never attempt this procedure under normal circumstances as the doors will depart the aircraft. Remember to let go of the door as it departs.

Consider slipping to get the flames away from the aircraft

If smoke or fire ceases and equipment is necessary, individually restore only the required electrical equipment - one system at a time. Flap Switches...... Off (Centered) Rocker Switches & CB’s...... Off & Pull Battery...... On Standby Alternator...... On Required Electrical Equip...... One-at-a-time Land...... As Soon As Practical

ENGINE PROBLEMS

OIL – PRES LOW, TEMP NORMAL Maybe the oil pressure gauge or relief valve is malfunctioning.

Engine Power...... Set Then Leave Alone Land...... ASAP Refer to...... Off Airport Landing

OIL – PRES LOW, TEMP HIGH Imminent Engine Failure...... Suspect Engine Power...... Set Then Leave Alone Refer to...... Off Airport Landing

ROUGH RUNNING ENGINE -- Suddenly If it came on SUDDENLY, suspect a mag problem Mag Switch...... Choose Best Power Power Settings...... Change Mixture...... Enrich Land...... ASAP

ROUGH RUNNING ENGINE -- Slowly If it came on SLOWLY, suspect a fouled spark plug Mag Switch...... Choose Best Power Mixture...... Lean Aggressively Problem Continues...... Land A rough engine may be caused by a bad magneto, induction problems, improper leaning, plug fouling, fuel starvation, water in the fuel, etc.

ELECTRICAL OR AUTOPILOT

MAIN ALTERNATOR FAILURE Zero amps and battery voltage indicates an ALT failure Standby Alternator...... On Main Alternator...... Off Momentarily then On If Output is Restored...... Continue If Output is NOT restored...... Main Alternator - OFF Nonessential Equipment...... OFF (as required) Standby Alternator...... Monitor Land...... ASAP

AUTOPILOT MALFUNCTION The Autopilot can be disconnected by: Ctl Stick Disconnect Button...... Press Autopilot Rocker Switch...... Press Autopilot Circuit Breaker...... Pull

ADC or AHRS FAILURE

The Attitude and Heading Reference System (AHRS) performs attitude, heading, and vertical acceleration calculations for the G3X System, utilizing GPS, magnetometer, and air data in addition to information from its internal sensors. Attitude and heading information are updated on the PFD while the AHRS receives appropriate combinations of information from the external sensor inputs.

Loss of GPS, magnetometer, or air data inputs is communicated to the pilot by message advisory alerts. Any failure of the internal AHRS inertial sensors results in loss of attitude and heading information (indicated by red X flags over the corresponding flight instruments).

If GPS input fails, the AHRS can continue to provide attitude and heading information to the PFD as long as magnetometer and airspeed data are available and valid.

If the magnetometer input fails, the AHRS continues to output valid attitude information; however, the heading output on the PFD Page is flagged as invalid with a red X.

Failure of the air data input has no effect on the AHRS output while AHRS is receiving valid GPS information. Invalid/unavailable airspeed data in addition to GPS failure results in loss of all attitude and heading information. Likewise, loss of magnetometer(heading) data, in combination with loss of GPS data results in a loss of all attitude and heading information.

DESCENTS

EMERGENCY DESCENT Throttle...... Idle Propeller...... In -- High RPM Flaps...... Full Down Airspeed...... 122 knots

GLIDE Throttle...... As Required Propeller...... Aft - Low RPM Flaps...... Up AOA / Airspeed...... As Required Best Glide Range...... Vy, 2G, 109 K Best Glide Endurance ...... Vg, 2G-1Y, 85 K,

SPIRAL DIVES

The stall strips must be installed on the inboard wing leading edges to help ensure that there is no tendency for a wing to drop during the stall and to provide a good margin of pre- stall buffet or stall warning.

SPIRAL DIVES Throttle...... Idle G Unload Wings...... Level Aircraft Pitch...... Level

A spiral dive is a situation that develops when the nose of the aircraft begins dropping out of a turn. (A spin, on the other hand, develops from excessive yaw during a stall.) In a spiral dive, speed builds rapidly as the nose drops and, if the pilot attempts to raise the nose by applying back pressure, the turn will tighten and G forces will begin to build. If allowed to continue, the aircraft will either strike the ground at high speed or will suffer in-flight structural failure from exces

The proper recovery from a spiral dive is to first reduce power by bringing the throttle control back to prevent exceeding Vne. Simultaneously with the power reduction, level the wings and then apply gentle back pressure to stop the dive.

A spiral dive is a common result (usually fatal) of flying into instrument conditions without proper training or proper instrumentation. For this reason, pilots who are not rated 8 Section 4 – Normal Operating Procedures 11-20-2011 EMERGENCY CHECKLIST for N11HC and current in IFR flight must avoid flight in conditions of reduced visibility.

PRE-SPIN Since the wing must be stalled for a spin to occur, inadvertent spins can be prevented by avoiding inadvertent stalls. The pilot must be thoroughly familiar with the Glasair's stall and pre-stall behavior to avoid inadvertent stalls. Remember that a stall can occur at any airspeed and attitude. A pilot who is thoroughly familiar with the Glasair's stall behavior under all conditions will be unlikely to enter an inadvertent spin.

Rudder~FULL TOP then Normal Stall Recovery If a wing drops during a stall, immediately apply "top" rudder to catch the wing drop and then apply forward stick to break the stall before the situation can progress to a fully developed spin.

Intentional spins are prohibited in the Glasair Super II-S FT.

Power...... Off Flaps...... Up Rudder...... FULL Opposite Rotation Stick...... Neutral (FULL AFT for developed spin)

As Rotation Stops Rudder...... Neutralize Stick...... Release or Neutralize Dive...... Recover AOA...... Use it G +6 / -4

If a spin is entered inadvertently, do not push full forward stick. This action will substantially delay recovery, accelerate the spin, and could prevent recovery. We recommend full aft stick until rotation stops. This holds the elevator in the up position which provides more airflow over the rudder to help stop rotation.

As rotation stops, release back pressure to recover from the stall. Also, keep the ailerons neutral. Aileron opposite to the spin direction will flatten the spin, making recovery more difficult.

10 Section 4 – Normal Operating Procedures 11-20-2011