Multi Checkride - Flight

When would you do an emergency descent?

Rapid descents performed to reach a safer altitude during in-flight emergencies or hazardous conditions.

Reasons:

1. fire

2. rapid depressurization

3. onboard medical emergencies

4. avoiding extreme weather

5. cabin smoke

Engine Roughness Troubleshooting

Section 3-21

1. Alternate Air/Carb Heat - Open/On

• if using carb heat, always use FULL carb heat

If roughness continues after one minute:

2. Alternate Air/Carb Heat - Close/Off

3. Mixture - Adjust for maximum smoothness

4. Fuel Pump - On

5. Engine Gauges - Check

6. Mag Left/Right Switches - Individually Select OFF and ON

7. Run on most satisfactory magneto with REDUCED POWER AND FULL RICH MIXTURE and continue to nearest airport

Essentially just troubleshooting induction air, fuel injector nozzles, ignition problems, or too lean/rich mixture - can also test cross feed

Engine Overheating Troubleshooting - High Oil/Cylinder Head Temperature

1. Cowl Flaps - Open

2. Mixture - Enrichen

3. Power - Reduce

4. Airspeed - Increase

5. Monitor Oil Pressure Gauge

6. Land as soon as practical if problem persists

Carburetor Icing

Signs

1. Drop in RPM

2. Engine Roughness

Response

Follow Engine Roughness Checklist

1. Carb Heat - On - MAKE SURE IT’S FULL HEAT

If roughness continues after one minute

2. Carb Heat - Off

3. Mixture - Adjust for maximum smoothness

4. Fuel Pump - On

5. Engine Gauges - Check

6. Mag Left/Right Switches - Check ONE at a time

7. Run engine on most satisfactory magneto at REDUCED POWER and MIXTURE RICH to nearest airport/precautionary landing

Induction Icing

Signs

Roughness

Loss of RPM

Response

Complete Engine Roughness Procedure

Loss of Oil Pressure / Oil Leak

1. Verify affected engine

Low Oil Pressure

2. Throttle (affected engine) - Minimum Required

3. Propeller (affected engine) - Decrease

IF ACCOMPANIED BY HIGH OIL TEMPERATURE OR EVIDENT OIL LEAK

4. SECURE AFFECTED ENGINE

Make sure you configure the A/C before shutting down/securing the engine with the oil leak

Loss of Fuel Flow (EIS)

1. Fuel Pump (affected engine) - On

if normal operation is not re-established, turn the fuel pump back to off

2. Verify if there is a fuel leak

if there is a fuel leak, turn the fuel selector back to off and secure the engine

Single Alternator Failure

1. Verify failure by checking ALTR AMPS indication (should be 0)

2. Reduce Electrical Load below 65 Amps (60 if on the ground)

turn any unnecessary lights off, unplug items from USB ports, avoid uneccessary radio calls

3. Failed ALTR Switch - Off

4. Failed ALTR Circuit Breaker - Reset

5. Failed ALTR Switch - On

If alternator still failed

6. Failed ALTR Switch - Off

7. Monitor ALTR Amps indication (maintain less than 65 AMPS/ 60 on the ground)

Note that a singular alternator can support up to a 65 amp load and thus can support the system

Dual Alternator Failure

1. Verify Failure

Attempt to Reset Alternators

2. Failed ALTR Switches - Off

3. Failed ALTR Field Circuit Breaker - Reset if tripped

4. Filed ALTR Switches - On

If only ONE alternator Resets

5. Operating ALTR Switch - On

6. Failed ALTR Switch - Off

7. Maintain less than 65 Amp electrical load (60 on the ground)

8. Monitor Ammeter

If NEITHER Alternator Resets

9. Both ALTR Switches - Off

10. Electrical Load - SHED in less than 3 minutes

• 1. Non ess bus breaker - Pull

• 2. Lighting bus breaker - Pull

• 3. Avionics bus breaker - Pull

• 4. Avionics Master Switch - Off

• 5. Emergency Batt - Verify Arm

To ensure 30 minutes of battery life

11. Batt amps - 20 Amps maximum

12. Pitot heat - 15 minutes usage

13. Comm Radio - 3 minutes usage maximum

Once EMER BATT ON illuminates

14. Proceed to Complete Electrical Failure Checklist

Alternators and Main Bat Failure - Complete Electrical Failure Checklist

1. Emergency Bat Switch - Verify Armed

2. Stby Flight Instrument - Verify Operational

3. Aircraft Control - Maintain using PFD and Standby Instrument

4. BATT MASTR Switch - OFF

5. ALTR L/R SWITCHES - OFF

Prior to Landing

6. Landing Light will be inoperative

7. Landing Gear - MANUALLY EXTEND

Vaccuum System Failure

The Piper Seminole does not have any vaccuum systems as far as I am aware

Pitot/Static System (Mast) Malfunctions -

Pitot Tube Blockage

Airspeed drops to 0

Pitot and Drain Blockage

Airspeed acts like altimeter

Static Port Blockage

Airspeed acts like reverse altimeter

Altimeter freezes

VSI drops to 0

Checklist

1. Pitot Heat

2. Alternate Static Air (Pulls from cabin which is lower pressure)

Increase in indicated altitude and airspeed

VSI show climb then level off

PFD/MFD Malfunction

1. Reversionary Mode

2. Consult Checklist

If PFD fails, the following will be inoperative:

COM 1, NAV 1, GPS 1, Traffic, GFC 700 Autopilot

If MFD fails, the following will be inoperative:

COM 2, NAV 2, GPS 2, XM, DME, ADF, ESP (Garmin Electronic Stability and Protection)

Landing Gear Malfunction

BEFORE EXTENDING GEAR MANUALLY

1. Circuit Breakers - Check

2. BATT MASTR Switch - On

3. ALTR L/R - Check

MANUAL EXTENTION OF LANDING GEAR

4. Airspeed (BELOW 100KIAS)

5. Gear - DOWN

6. Emerg. Gear Extend Knob - Move wire guard and PULL

7. Gear Position Indications - 3 GREEN

8. Leave emergency gear extension knob out

Flap Malfunction

1. See if you can put the flap back up

2. Land with no flaps if you can

Flaps are mechanically controlled

Runaway Trim

1. Control Wheel - Grasp Firmly

2. Attitude Indicators - Crosscheck

3. A/P Disconnect Switch - DEPRESS AND HOLD
4. PITCH TRIM Breaker - PULL

5. Pitch Trim - Retrim Manually

Engine Fire During Start

IF ENGINE HAS NOT STARTED

1. Mixture - Cut-Off

2. Throttle - Full Open

3. Eng Start - Continue to Crank

IF FIRE CONTINUES

4. Fuel Selectors - Off

5. Fuel Pumps - Off

6. Mixtures - Cut - Off

7. Throttles - Full Open

8. Fire Extinguisher - Activate

9. Airplane - Evacuate

Inadvertent Door or Window Opening

1. Airspeed - LESS THAN 82 KIAS

See Checklist for rest

Close Vents

Open Storm Window

Close Upper and Side Latches

Emergency Equipment

Fire Extinguisher

Emergency Exit

What does alternate induction air do in the fuel injected plane?

Pulls unfiltered, heated air into the engines fuel injection servo inlet

Used in the event of induction icing (impact icing blocking air intake) OR blocked air filter

Should NOT be used during takeoff or when dust/contaminants may enter system

What does carb heat do in the carbureted plane?

Carb icing occurs when air is accelerated → low pressure and evaporation of fuel→ temperature drop

Occurs often on warm, HUMID days (20-70%) because the air has moisture and thus, when the temperature drops, icing occurs

Symptoms will be loss of Manifold Pressure, maybe some loss of RPM

Carb heat pulls heated, unfiltered air into the engine → decrease in performance then steady increase

How can you identify a dead engine

Exhaust Gas Temperature should drop

At what RPM can the propellor no longer feather?

Below 950 RPM

Configurations and their effect on PERFORMANCE (Not Vmc)

Gear Down - Lose 250 fpm from rate

Gear Down and Flaps 25 - Lose 490 fpm from rate

Gear Down/Full Flaps - Lose 525 fpm from rate

Propeller windmilling instead of feathered - Lose 200 fpm from rate

If you have low single-engine performance - check:

1. Full throttle on operative engine

2. Full prop on operative engine

3. Full mixture on operative engine

4. Gear up (unless after FAF or on short final)

5. Flaps up

6. Inoperative Engine is Feathered

Engine Securing Procedure if intentionally shutting down operational engine

Fuel Quantity Warnings

If one tank has low fuel:

1. Crossfeed from the tank with the higher fuel quantity

ex: if the left tank has low fuel, cross feed the left engine to get fuel from the right

If both tanks have low fuel:

1. Turn fuel selectors on and land ASAP

Master Warning - triggers at 5 gal or less in a tank or 10 gal or less total

Master Caution - triggers at 10 gal or less in a tank or 20 gal or less total

Ways to reduce electrical load

1. Unplug USBs

2. Turn off unnecessary lights

3. Limit radio usage

IN EMERGENCY (DUAL ALTERNATOR FAILURE), you can:

4. Pull NON Essential Bus Breaker

5. Pull Lighting Bus Breaker

6. Pull Avionics Bus Breaker

7. Turn Avionics Master Switch Off

8. Turn off pitot heat unless it is necessary

IF LOSS OF BOTH ALTERNATORS AND MAIN BATT (will see emergency batt on warning), you can also:

9. Turn off batt master switch

10. Manually extend landing gear

Electrical System Failures

If an alternator fails

1. The other alternator can support the load as long as it is below 65 amps

Complete single alternator failure checklist

If both alternators fail

1. The main bat and the emergency bat can temporarily support the load

Complete dual alternator failure checklist

2. You will see an EMERG BAT ON Warning when the main bat is low

Complete electrical failure checklist

Note: emergency bat has about 30 minutes of electrical power available if the electrical load is reduced per the complete electrical failure checklist

What is on the emergency bus?

1. Avionics Lights

2. ADC 1

3. AHRS 1

4. Audio/Marker

5. COM 1

6. GEA 1 (Garmin Engine/Airframe Interface Unit)

7. INTEG AVIONICS 1 (Garmin GNSS)

8. PFD 1

9. STBY Instruments

Will give you information for:

1. PFD (Reversionary)

2. Engine Instruments

3. COM 1

4. NAV 1

5. Standby Instruments

6. Audio Panel

7. Avionics Lighting/Dimming

ESP (Garmin Electronic Stability and Protection)

- applies a control force toward stable flight whenever pitch or roll deviations exceed recommended limits

- YOU WILL KNOW ITS ON IF THERE ARE TWO HASHES ON BANK INDICATOR

1) Turn the large FMS Knob to select the Aux Page Group.

2) Turn the small FMS Knob to select the ‘Aux – System Setup’ Page.

3) If necessary, press the SETUP 2 Softkey to display the ‘Aux-System Setup 2’ Page.

4) Push the FMS Knob to activate the cursor.

5) Turn the large FMS Knob to place the cursor in the Stability & Protection field.

6) Turn the small FMS Knob to select ‘Enabled’ or ‘Disabled’

ADC

Air Data Computer

airspeed

altitude

vertical speed

air temperature

Utilizes static pressure to calculate altitude and VSI

Utilizes ram air pressure into the pitot in comparison with static pressure to calculate airspeed

AHRS

Attitude and Heading Reference System

Utilizes magnetometers and accelerometers, rate sensors, turn sensors

Engine Fire in Flight

1. Fuel Selector - Off

2. Throttle - Close

3. Propeller - Feather

4. Mixture - Cut-Off

5. Cowl Flap (Affected Engine) - Open

6. Affected Engine - Complete Securing Procedure

7. If fire persists, increase airspeed or emergency descent

Electrical Fire

1. Emergency Batt - Verify Arm

2. Batt Master - Off

3. Alternator L/R - Off

4. Vents - CLOSED

5. Cabin Heat - Off

If fire persists

6. Use fire extinguisher

7. LANDING GEAR MUST BE LOWERED USING EMERGENCY EXTENSION PROCEDURE

Float Type Carburetor

• 1. Outside air → air filter → air intake

• 2. Air flows through venturi → accelerates → creates low pressure area

• 3. Fuel is drawn from the higher float area through a fuel jet and into the throat

• 4. Fuel and air mixes → pulled into intake manifold and combustion chamber

• 5. The fuel/air mixture is then drawn through the intake manifold and into the combustion chambers where it is ignited

• The float name comes from a float in the float chamber - as float rises and falls due to fuel level, fuel inlet changes to let fuel in and out

• Mixture controls mixture needle, which opens and closes opening at bottom of carburetor

• Throttle controls throttle valve, which alters the amount of fuel air mixture

What is manifold pressure?

Measures the pressure downstream of the throttle valve (think fuel/air mixture in a carbureted engine OR just air pressure in a fuel injected engine)

What is the difference about Engine Cylinder #3?

Cylinder 3 does NOT have a fuel primer line because the intake port for that cylinder measures manifold pressure

What are we looking for when we exercise the props?

How do we lean the mixture for best performance?

125 degree RICH (cooler) of peak value (should be below 435 degrees for best service life)

How do we lean the mixture for economy performance?

Lean to peak EGT (should be below 400 degrees for best service life)