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(if equipped) could also provide altitude readings. If the
vertical speed indicator failed, the altimeter could provide
information on whether the aircraft was climbing, level, or
descending by looking at the altitude reading over time.
Landing Gear Malfunction
If there is any landing gear malfunction before or during
takeoff, the fl ight or takeoff should be aborted and the
malfunction fixed before attempting another takeoff.
However, if a malfunction takes place during or after takeoff
in which the landing gear is not completely functional for
landing, the situation should be evaluated using aeronautical
decision-making (ADM) to make the best choice based on
the outcome of the situation.
If a tire falls off, a known fl at of the tire is evident, or a
landing gear strut has shaken loose or become damaged,
precautionary measures must be taken to minimize the results
from landing with a defective landing gear.
Fly to a smooth runway where the WSC aircraft can skid
and not stop abruptly and tumble. Inform the local ATC,
UNICOM, or multicom frequency that there is a MAYDAY
in order to obtain immediate help for a crash landing.
There is no hurry to land, so use ADM to survey the situation
and make the best decision on where and how to land. Find
a location that has medical support, a smooth runway that
minimizes abrupt stops/tumbling, and land into the wind for
the best outcome. Attempt to make a normal approach into
the wind with the lowest possible speed to touchdown.
Inadvertant Propeller Strike
A propeller strike in a pusher WSC aircraft is more dangerous
than in any other aircraft. If an object or the propeller is fl ung
up into the wing trailing edge, a structural failure could occur.
This situation should not be underestimated or ignored.
Procedures should be implemented and followed to avoid
propeller strikes from articles fl ying out of the fl ight deck.
Passengers sitting in the back are the greatest risk to propeller
strikes. A comprehensive prefl ight brief with proper fl ight
deck management procedures should reveal any open pockets
or items that could dislodge and fl y into the propeller. The
passenger in the back should be instructed not to take off
gloves, helmet, or glasses, or pull out a camera/mobile phone
without a lanyard. However, the passenger in the rear seat
cannot be monitored completely; it is possible that items
could fl y out of the fl ight deck and go through the propeller,
presenting a serious situation.
If a bird strike occurs or anything else hits the propeller,
reduce throttle immediately and evaluate the situation. The
severity of the vibration is the key element to determining
what to do. If the vibration is severe, shut off the engine and
make an emergency landing. Minor vibration can be tolerated,
but the risk of fl ying with a damaged propeller, which could
dislodge and hit the sail, should be minimized. It is best to
shut down the engine and perform an emergency landing.
Stuck or Runaway Throttle
Throttles can stick above idle or unexpectedly increase, which
is called a runaway throttle. If on the ground, a runaway
throttle can be disastrous if not anticipated and mitigated. A
pilot (and instructor, if teaching) should always have access
to the ignition system in order to shut it off immediately in the
event of a throttle stuck above idle or a runaway throttle. A
runaway throttle can be caused by the pilot or student pushing
on the throttle pedal during taxi or startup, thinking it is the
right brake, as in an airplane. Setting the cruise throttle to
full open rather than full closed during startup also causes a
runaway throttle. On startup, the checklists must be followed,
including cruise throttle closed, foot off of foot throttle, brake
on, propeller cleared, etc. The PIC must have control of the
ignition to shut it off immediately during startup and taxi.
A runaway or stuck throttle during fl ight can be handled by
climbing or fl ying to a suitable location where the engine can
be shut off and a safe engine-off landing can be made.
Abnormal Engine Instrument Indications
The AFM/POH for the specifi c aircraft contains information
that should be followed in the event of any abnormal
engine instrument indications. The table in Figure 13-8
offers generic information on some of the more commonly
experienced infl ight abnormal engine instrument indications,
their possible causes, and corrective actions. It is important to
know that when an engine temperature probe fails, it usually
reads an unusually low value, zero, or does not register. This
should be taken into account when evaluating the situation
　
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