Pilots Operating Handbook
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YL-MFG
Revision 7, Issue 1
4/6/2016
maneuver is relatively near to the ground, the GRS may provide the life-saving back up the pilot
requires.
Pilot incapacitation
This may include situations such as a heart attack, stroke, being temporarily blinded, extreme
levels of stress where a pilot “freezes up” and cannot act properly. In this case a passenger must
activate the GRS. All passengers should be briefed on activation of the GRS.
Fall into spin from a low altitude
Unskilled pilots cause a certain percentage of disasters. For example, if in the landing circuit upon
turning the aircraft loses airspeed and enters a spin, the pilot should not try to control the spin but
should fire the GRS unit immediately.
Engine out over hostile terrain
Many pilots dread the situation where a highly reliable aircraft engine stops or falters. This should
not be a reason to deploy the GRS unit unless the terrain below will not accommodate an
emergency landing. If the surface is extremely rough, or poor visibility makes landing hazardous,
the GRS unit is your only option.
Pilot disorientation
It is somewhat different than engine out and pilot incapacitation. Several causes are severe, for
example: vertigo or spatial disorientation in which you cannot tell up from down. A pilot in rough air
may get airsick and disoriented, or in bad weather, a pilot can get so lost that fuel reserves are
used up, or mountainous terrain may confuse a pilot. Another situation that may happen in
mountainous terrain is the closing of clouds over peaks, severe turbulence or descending currents
in valleys. This situation calls for reorientation and continued flying or landing but it is easier said
than done.
3.4.4 Landing without Elevator Control
Using throttle and electric elevator trim switch, trim for horizontal flight at 62 Kts (115 km/h) IAS
with flaps 20° selected. Then do not change the elevator trim or the flap setting; control the glide
angle by making small changes in power.
Power changes should be made slowly and smoothly. The electric elevator trim is powerful. It is
best to bump, or pulse, the trim switch to make changes. Holding the trim switch can result in over
trimming and may start a Pilot Induced Oscillation (PIO) condition resulting in chasing the trim. If
this occurs, it is best to let the airplane stabilize then start again by just bumping the trim switch.
When in the flare, the elevator trim switch should be pulsed aft toward the full-nose-up position at
the same time slowly reducing power so that the airplane is rotated to a slightly nose-above-the-
horizon attitude for touchdown. During the landing flare or round out, the nose will come down
when power is reduced and the airplane may touch down on the nose wheel before the main
wheels. Maintain directional control and close the throttle at touchdown.
3.4.5 Fires
Although engine fires are extremely rare in flight, if a fire is encountered, the steps of the
appropriate checklist should be followed. After completion of the checklist procedure, execute a
forced landing. Do not attempt to restart the engine. The first sign of an electrical fire is usually the
