3.

2 ENGINE PROBLEMS

3.2.1 ENGINE PROBLEMS ON GROUND

1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required

NOTE
If considered necessary, the engine must be shut down, Otherwise the cause of the
problem must be established in order to re-establish engine performance.

CAUTION
If the oil pressure is in the red range, the engine must be shut down immediately.

WARNING
If the problem cannot be cleared, the airplane must not be flown.

END OF CHECKLIST

3.2.2 ENGINE PROBLEMS DURING TAKE-OFF

(a) Take-off can still be aborted (sufficient runway length available) land straight
ahead:

1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE on the ground:

2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required

CAUTION
If sufficient time is remaining, the risk of fire in the event of a collision can be
reduced as follows:
- Emergency fuel valve . . . . . . . . . OFF
- ENGINE MASTER . . . . . . . . . . . OFF
- ELECTRIC MASTER . . . . . . . . . OFF

E1 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

(b) Take-off can no longer be aborted

1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 KIAS (1150 kg, 2535 lb)

66 KIAS (1000 kg, 2205 lb)
59 KIAS (850 kg, 1874 lb)
WARNING
If, in the event of an engine problem occurring during take-off, the take-off can no
longer be aborted and a safe height has not been reached, then a straight-ahead
emergency landing should be carried out. Do not attempt to turn back to the airfield.
Turning back can be fatal.
if time allows:
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . Check MAX
3. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B
WARNING
If the problem does not clear itself immediately, and the engine is no longer
producing sufficient power, then an emergency landing must be carried out in
accordance with 3.5.1 - EMERGENCY LANDING WITH ENGINE OFF.

END OF CHECKLIST

3.2.3 ENGINE PROBLEMS IN FLIGHT

(a) Engine running roughly
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . .. MAX
3. Engine caution light . . . . . . . . . . . . . . . . . . . check

NOTE
If the caution light is on, the engine instruments must be checked. Proceed in
accordance with 4B.2 – INSTRUMENT INDICATIONS OUTSIDE OF GREEN
RANGE.
4. If in icing conditions . . . . . . . . . . . . . . . . . . .Alternate Air ON
5. Fuel qty. MAIN tank . . . . . . . . . . . . . . . . . . .check
6. Fuel transfer pump . . . . . . . . . . . . . . . . . . . ON
7. Emergency fuel valve . . . . . . . . . . . . . . . . . check NORMAL
8. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . .ECU B

NOTE
If selecting ECU B does not solve the problem, switch back to AUTOMATIC.
WARNING
If the problem does not clear itself immediately, and the engine is no longer
producing sufficient power, perform a precautionary landing on the nearest airfield
in accordance with 4B.1 - PRECAUTIONARY LANDING, but be prepared for an
emergency landing in accordance with 3.5.1 - EMERGENCY LANDING WITH
ENGINE OFF.
END OF CHECKLIST

E2 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

(b) Loss of power
NOTE

As long as an airspeed of at least 60 KIAS is maintained, and there is no major

mechanical engine defect, the propeller will continue to windmill.

1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)

68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
3. If in icing conditions . . . . . . . . . . . . . . . . . . . Alternate Air ON
4. Fuel qty. MAIN tank . . . . . . . . . . . . . . . . . . . check
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
6. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
7. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B

ECU reset:
8. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF - ON

NOTE

If selecting ECU B does not solve the problem, switch back to AUTOMATIC.

WARNING

If the problem does not clear itself immediately, prepare for an emergency landing
in accordance with 3.5.1 - EMERGENCY LANDING WITH ENGINE OFF, then try to
restart the engine with windmilling propeller in accordance with 3.2.4 RESTARTING
THE ENGINE WITH WINDMILLING PROPELLER.
END OF CHECKLIST

E3 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

3.2.4 RESTARTING THE ENGINE WITH WINDMILLING PROPELLER

NOTE

As long as an airspeed of at least 60 KIAS is maintained, and there is no major

mechanical engine defect, the propeller will continue to windmill. After a complete
stop the propeller starts to windmill at airspeeds above 105 KIAS (TAE 125-01
engine) or 110 KIAS (TAE 125-02-99 engine).

CAUTION

The maximum airspeed for windmilling is 120 KIAS. Higher airspeeds may result in
propeller overspeed.

NOTE

Restarting the engine with windmilling propeller is possible at airspeeds between 73

and 120 KIAS (TAE 125-01 engine) or 110 KIAS (TAE 125-01 R5 engine) and
altitudes below 6500 ft (TAE 125-01 engine) or 6000 ft (TAE 125-01 R5 engine) or
8000 ft (TAE 125-02-99 engine) pressure altitude.

1. Airspeed for best glide angle . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
3. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
4. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
6. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
7. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . ON
8. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 to 120 KIAS
ECU reset:
9. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF - ON

NOTE

If it is not possible to start the engine:

- adopt glide configuration as in 3.4 - GLIDING
- carry out emergency landing in accordance with 3.5.1 - EMERGENCY LANDING
WITH ENGINE OFF
CAUTION

Engine restart following an engine fire should only be attempted if it is unlikely that a
safe emergency landing can be made. It must be expected that engine restart is
impossible after an engine fire.
10. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . ON, if required

END OF CHECKLIST

E4 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

3.2.5 RESTARTING THE ENGINE WITH STATIONARY PROPELLER

NOTE

Restarting the engine with stationary propeller is possible at altitudes below 6500 ft
(TAE 125-01 engine) or 6000 ft (TAE 125-01 R5 engine) or 8000 ft (TAE 125-02-99
engine) pressure altitude.
1. Airspeed for best glide angle . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
2. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
3. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
5. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
6. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
7. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
8. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . ON
9. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . ON

NOTE

Only if the ENGINE MASTER is switched OFF and ON again, glowing will be
initiated. Glowing must be initiated shortly before the restart attempt. If glowing was
done above 6500 ft (TAE 125-01 engine) or 6000 ft (TAE 125-01 R5 engine) or
8000 ft (TAE 125-02-99 engine) pressure altitude, it must be repeated.

10. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . START (release when engine is

running)
NOTE

By increasing the airspeed above approximately 105 KIAS (TAE 125-01 engine) or
110 KIAS (TAE 125-02-99 engine), the propeller will begin to rotate due to
windmilling and the engine can thus be started. For this, the ELECTRIC MASTER
should be set to ON (see 3.2.4 - RESTARTING THE ENGINE WITH WINDMILLING
PROPELLER). A loss of altitude of at least 1000 ft (300 meters) must be expected.
If it is not possible to start the engine:
- adopt glide configuration as in 3.4 - GLIDING
- carry out emergency landing as in 3.5.1 – EMERGENCY LANDING WITH
ENGINE OFF
CAUTION

Engine restart following an engine fire should only be attempted if it is unlikely that a
safe emergency landing can be made. It must be expected that engine restart is
impossible after an engine fire.

END OF CHECKLIST

E5 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

3.2.6 DEFECTIVE RPM REGULATING SYSTEM

CAUTION

Following a failure of the governor the RPM should be adjusted with the power
lever. Every effort should be made not to exceed 2500 RPM.

CAUTION

The power lever should be moved slowly, in order to avoid over-speeding and
excessively rapid RPM changes. The light wooden propeller blades produce more
rapid RPM changes than metal blades.

WARNING

It is possible that the propeller blades remain in the position of highest pitch in case
of a malfunction of the engine control unit. In this case the reduced engine
performance should be anticipated.
(a) Oscillating RPM
1. Power setting . . . . . . . . . . . . . . . . . . . . . . . . change
if the problem does not clear:
2. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B

NOTE

If the problem does not clear itself, switch back to AUTOMATIC and land on the
nearest airfield.
END OF CHECKLIST

(b) Propeller overspeed

NOTE

Constant propeller overspeed indicates that the defective governor holds the
propeller blades at the fine pitch stop.

NOTE

The propeller now works like a fixed pitch propeller. RPM is controlled by the engine
power setting. Flight to the nearest airfield can be continued with a lower power
setting and at a lower airspeed. Climb and go-around remain possible.
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . as required to maintain 2300 RPM
2. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B

NOTE
If selecting ECU B does not solve the problem, switch back to AUTOMATIC. Keep
controlling the RPM with the power lever.
END OF CHECKLIST

E6 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

(c) Propeller underspeed
NOTE

The propeller speed is constantly below the speed that is correct for the given
power setting. This indicates that the governor holds the propeller blades at the high
pitch stop.
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . as required
2. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B

NOTE
If selecting ECU B does not solve the problem, switch back to AUTOMATIC.

WARNING
Due to this problem the propeller RPM will drop to 1400 RPM or below. There will
be no climb performance and no go-around power available. Level flight should be
possible except in rough weather.
3. Land as soon as possible.
END OF CHECKLIST

3.2.7 FUEL TRANSFER PUMP FAILURE

1. Emergency fuel valve . . . . . . . . . . . . . . . . . EMERG. TRANSFER

CAUTION

When set to EMERG. TRANSFER, the emergency fuel valve transfers fuel using
the engine driven fuel pump from the auxiliary tank to the main tank at a rate of
approximately 18 to 21 US gal/h (70 to 80 liters/h).

WARNING

The emergency fuel valve must be switched back to NORMAL before the auxiliary
tank indication reads zero! Otherwise, the engine will stop during flight when the
auxiliary tank is empty.

WARNING

When the fuel pump takes in air (e.g. when the emergency fuel valve is not
switched back and the auxiliary tank is empty), an inspection of the pump is
necessary prior to next flight.
2. AUX tank . . . . . . . . . . . . . . . . . . . . . . . . . . . monitor quantity
3. MAIN tank . . . . . . . . . . . . . . . . . . . . . . . . . . monitor quantity

NOTE
AUX tank quantity must not be less than 1 US gal and MAIN tank quantity must not
be more than 15 US gal.
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . NORMAL
END OF CHECKLIST

E7 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

3.3 SMOKE AND FIRE
3.3.1 SMOKE AND FIRE ON GROUND

(a) Engine fire when starting on the ground

1. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
2. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . OFF
3. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
4. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
after standstill:
5. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
6. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST

(b) Electrical fire with smoke on the ground

1. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
if the engine is running:
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
3. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
when the engine has stopped:
4. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
5. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST

3.3.2 SMOKE AND FIRE DURING TAKE-OFF

(a) If take-off can still be aborted
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . apply - bring the airplane to a stop
4. After stopping . . . . . . . . . . . . . . . . . . . . . . . . proceed as in 3.3.1 - SMOKE AND
FIRE ON GROUND
END OF CHECKLIST

E8 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

(b) If take-off cannot be aborted
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. If possible, fly along a short-cut traffic circuit and land on the airfield.

WARNING

If, in the event of an engine problem occurring during take-off, the take-off can no
longer be aborted and a safe height has not been reached, then a straight-ahead
emergency landing should be carried out. Do not attempt to turn back to the airfield.
Turning back can be fatal.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
after climbing to a height from which the selected landing area can be reached
safely:
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . OFF
6. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
8. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
9. Emergency windows . . . . . . . . . . . . . . . . . . open if necessary
10. Carry out emergency landing with engine off. Allow for increased landing
distance due to the flap position.

CAUTION

In case of extreme smoke development, the front canopy may be unlatched during
flight. This allows it to partially open, in order to improve ventilation. The canopy will
remain open in this position. Flight characteristics will not be affected significantly.

when airplane has stopped:

11. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
12. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST

E9 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

3.3.3 SMOKE AND FIRE IN FLIGHT

WARNING

In the event of smoke or fire, prepare to land the airplane without delay while
completing fire suppression and/or smoke evacuation procedures. If it cannot be
visually verified that the fire has been completely extinguished, whether the smoke
has cleared or not, land immediately.
(a) Engine fire in flight
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Select appropriate emergency landing area.
when it seems certain that the landing area will be reached:
3. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
4. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
5. Emergency windows . . . . . . . . . . . . . . . . . . open if required
6. Carry out emergency landing with engine off.

CAUTION

In case of extreme smoke development, the front canopy may be unlatched during
flight. This allows it to partially open, in order to improve ventilation. The canopy will
remain open in this position. Flight characteristics will not be affected significantly.

when airplane has stopped:

7. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
8. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST

(b) Electrical fire with smoke in flight

1. EMERGENCY switch . . . . . . . . . . . . . . . . . . ON, if installed
2. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
3. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
4. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Emergency windows . . . . . . . . . . . . . . . . . . open if required
6. Land at an appropriate airfield immediately

WARNING
Switching OFF the ELECTRIC MASTER will lead to total failure of all electronic and
electric equipment. Also affected from this are the attitude gyro (artificial horizon)
and the directional gyro, if installed. However, by switching the EMERGENCY
switch ON, the emergency battery will supply power to the attitude gyro (artificial
horizon) and the flood light. In case of extreme smoke development, the front
canopy may be unlatched during flight. This allows it to partially open, in order to
improve ventilation. The canopy will remain open in this position. Flight
characteristics will not be affected significantly.
when airplane has stopped:
7. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
8. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST

E10 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

3.4 GLIDING
1. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)

NOTE

The glide ratio is 8.8; i.e., for every 1000 ft (305 meters) of altitude loss the
maximum horizontal distance travelled in still air is 1.45 NM (2.68 km). During this
the propeller will continue to windmill. With a stationary propeller the glide ratio is
10.3; this corresponds to a maximum horizontal distance of 1.70 NM (3.14 km) for
every 1000 ft altitude. In consideration of a safe airspeed however, this
configuration may not be attainable.
END OF CHECKLIST

3.5 EMERGENCY LANDINGS

3.5.1 EMERGENCY LANDING WITH ENGINE OFF

1. Select suitable landing area. If no level landing area is available, a landing on an
upward slope should be sought.
2. Consider wind.
3. Approach: If possible, fly along a short-cut rectangular circuit. On the downwind
leg of the circuit the landing area should be inspected for obstacles from a suitable
height. The degree of offset at each part of the circuit will allow the wind speed and
direction to be assessed.
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
5. Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . advise ATC
6. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
7. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . check OFF
when it is certain that the landing field will be reached:
8. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LDG
9. Safety harnesses . . . . . . . . . . . . . . . . . . . . . tighten

CAUTION

If sufficient time is remaining, the risk of fire in the event of a collision with obstacles
can be reduced as follows:
- ELECTRIC MASTER . . . . . . . . . . OFF
10. Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . with the lowest possible airspeed
END OF CHECKLIST

E11 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

3.5.2 LANDING WITH A DEFECTIVE TIRE ON THE MAIN LANDING GEAR

CAUTION

A defective (e.g. burst) tire is not usually easy to detect. The damage normally
occurs during take-off or landing, and is hardly noticeable during fast taxiing. It is
only during the roll-out after landing or at lower taxiing speeds that a tendency to
swerve occurs. Rapid and determined action is then required.
1. Advise ATC.
2. Land the airplane at the edge of the runway that is located on the side of the
intact tire, so that changes in direction which must be expected during roll-out due
to the braking action of the defective tire can be corrected on the runway.
3. Land with one wing low. The wing on the side of the intact tire should be held low.
4. Direction should be maintained using the rudder. This should be supported by
use of the brake. It is possible that the brake must be applied strongly - if necessary
to the point where the wheel locks. The wide track of the landing gear will prevent
the airplane from tipping over a wide speed range. There is no pronounced
tendency to tip even when skidding.
END OF CHECKLIST

3.5.3 LANDING WITH DEFECTIVE BRAKES

In general, a landing on grass is recommended in order to reduce the landing run

due to the greater rolling resistance.

CAUTION

If sufficient time is remaining, the risk of fire in the event of a collision can be
reduced as follows after a safe touch-down:
- Emergency fuel valve . . . . . . . . . OFF
- ENGINE MASTER . . . . . . . . . . . OFF
- ELECTRIC MASTER . . . . . . . . . . OFF
END OF CHECKLIST

3.6 RECOVERY FROM AN UNINTENTIONAL SPIN

CAUTION
Steps 1 to 4 must be carried out immediately and simultaneously.
1. Power lever . . . . . . . . . . . . . . . . . . . . . . .. . IDLE
2. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . full deflection against direction of spin
3. Elevator (control stick) . . . . . . . . . . . . . . . . fully forward
4. Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral
5. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
when rotation has stopped:
6. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral
7. Elevator (control stick) . . . . . . . . . . . . . . . . . pull carefully
8. Return the airplane from a descending into a normal flight attitude. Do not exceed
the 'never exceed speed' vNE = 178 KIAS.
END OF CHECKLIST

E12 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E

3.7 OTHER EMERGENCIES

3.7.1 ICING
Unintentional flight into icing conditions
1. Leave the icing area (by changing altitude or turning back, in order to reach
zones with a higher ambient temperature).
2. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. Air distributor lever . . . . . . . . . . . . . . . . . . . . DEFROST
5. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . increase power, in order to prevent
ice build-up on the propeller blades
6. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
7. Emergency windows . . . . . . . . . . . . . . . . . . open if required
CAUTION
Ice build-up increases the stalling speed.
8. ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . advise if an emergency is expected
CAUTION
When the Pitot heating fails:
- Alternate static valve . . . . . . . . . . OPEN
- Emergency windows . . . . . . . . . . close
END OF CHECKLIST

3.7.2 FAILURES IN THE ELECTRICAL SYSTEM

(a) Complete failure of the electrical system
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check if all OK (pressed in)
2. ESSENTIAL BUS . . . . . . . . . . . . . . . . . . . . . ON
if there is still no electrical power available:
3. EMERGENCY switch . . . . . . . . . . . . . . . . . . ON, if installed
4. Flood light, if necessary . . . . . . . . . . . . . . . . ON
5. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set based on lever positions and
engine noise
6. Prepare landing with flaps in the given position. Refer to 4B.6 - FAILURES IN
FLAP OPERATING SYSTEM.
7. Land on the nearest appropriate airfield.
END OF CHECKLIST
(b) Starter malfunction
If the starter does not disengage from the engine after starting (starter warning light
(START) on the annunciator panel remains illuminated or blinking after the engine\
has started):
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
3. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
Terminate flight preparation!
END OF CHECKLIST

(c) Voltage
If a voltage in the red range (above 15.5 V or below 11 V) is indicated:
1. Essential bus . . . . . . . . . . . . . . . . . . . . . . . . ON
2. Land on the nearest appropriate airfield.
END OF CHECKLIST

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3.7.3 SUSPICION OF CARBON MONOXIDE CONTAMINATION IN THE CABIN
Carbon monoxide (CO) is a gas which is developed during the combustion process.
It is poisonous and without smell. Since it occurs however usually together with flue
gases, it can be detected. Increased concentration of carbon monoxide in closed
spaces can be fatal. The occurrence of CO in the cabin is possible only due to a
defect. If a smell similar to exhaust gases is noticed in the cabin, the following
measures should be taken:
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . open
3. Emergency windows . . . . . . . . . . . . . . . . . . open
% 4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . reduce below 120 KIAS
5. Forward canopy . . . . . . . . . . . . . . . . . . . . . . unlatch, push up and lock in 'Cooling
Gap' position
NOTE
The maximum demonstrated airspeed for opening the front canopy in flight is 120
KIAS.
CAUTION
In case of suspicion of carbon monoxide contamination in the cabin, the front
canopy may be unlatched during flight. This allows it to partially open, in order to
improve ventilation. The canopy will remain open in this position. Flight
characteristics will not be affected significantly.
END OF CHECKLIST

3.7.4 'DOOR'-WARNING LIGHT ON

1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . reduce
2. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check visually if closed
3. Rear passenger door . . . . . . . . . . . . . . . . . . check visually if closed
WARNING
Never unlock the rear passenger door during flight. It may break away.
4. If it is not possible to lock the canopy or the rear passenger door, land on the
nearest suitable airfield.
END OF CHECKLIST

E14 | P a g e Revision 5 01-Jun-2008 Doc. # 6.01.05-E