GRUMMAN AMERICAN
FOR TRAINING USE ONLY – SECTION 3
MODEL GA-7/COUGAR
EMERGENCY PROCEDURES
3-13
Issued: April 10, 1978
WING OR ENGINE FIRE IN FLIGHT
1)
Affected Engine Fuel Selector and Boost Pump – OFF.
2)
Affected Engine – SECURE. (See SECURING INOPERATIVE ENGINE Checklist.)
3)
Navigation and Strobe Light Switches – OFF.
4)
Operating Engine:
a.
Power – As required.
b.
Cowl Flaps – As required.
5)
Cabin Heat – COOL. (Affected Engine).
6)
Electrical Load – Reduce as required.
7)
Land as soon as practical.
NOTE
Refer to ONE ENGINE INOPERATIVE OPERATION procedures in this section for
additional information.
ICING
INADVERTENT ICING ENCOUNTER
AIRFRAME ICING
1)
Pitot Heat Switch (if installed) – ON.
2)
Cabin Heat – Maximum temperature both sides. Close vents at floor and open defroster vents fully.
3)
Engine RPM – Increase to minimize ice build-up.
NOTE
If excessive vibration is noted, momentarily reduce engine speed to 2000 RPM
with the propeller control, then rapidly move the control full forward. Repeating
this operation several times should result in smoother running engine at normal
engine operating speeds since flexing of the propeller blades and increased
centrifugal force causes ice to shed more readily.
4)
If icing conditions are unavoidable, plan a landing at the nearest suitable airport.
5)
With ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for a significantly
higher power requirement, approach speed, stall speed, and a longer landing roll.
6)
Open window and, if practical, scrape ice from a portion of the windshield for visibility in the landing
approach.
7)
Set wing flaps at 10° for ice accumulation of 1 inch or less. With heavier ice accumulations, approach with
flaps retracted to ensure adequate elevator effectiveness in the approach and landing.
8)
Approach with a higher than normal airspeed, depending on the amount of ice accumulation. If ice
accumulation is unusually large, obtain the planned approach speed while in the approach configuration
at an altitude high enough to permit recovery in the event of an inadvertent stall.
9)
Land in level attitude using power as required to control rate of descent prior to touchdown.
10)
Missed approaches should be avoided if possible because of severely reduced climb capability. However,
if a go-around is mandatory, make the decision much earlier in the approach than normal. Apply
maximum power while retracting the wing flaps in small increments. Retract the landing gear after
immediate obstacles are cleared.
