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Section 3
Emergency Procedures
arming is normally in the OFF position. At the first indication of engine driven pump failure
(fuel pump warning annunciator, low fuel pressure, or rough engine operations), set the throttle
to full open, and set the backup pump switch to the ARMED position. Thereafter, it must remain
in this position and a landing must be made as soon as practicable to repair the engine driven
boost pump. Please see an amplified discussion on page 3-21.
When operating at high altitudes, 15,000 MSL or above, in hot weather, it
may be necessary to set the vapor suppression switch to ON. Operation of the
vapor suppression will lower engine temperatures and reduce the chance of
formation of vapor in the fuel lines. Operation of the vapor suppression may
be required at lower altitudes when the ambient temperature is significantly
above normal. Vapor suppression must be turned on if TIT is rising above
1460ºF at full power and the mixture is set to full rich (at any altitude).
Vapor suppression may be turned off below 18,000 MSL if power has been
reduced below 85% and engine temperatures have stabilized.
Propeller Surging or Wandering – If the propeller has a tendency to surge up and down or the
RPM settings seem to slowly and gently vary (propeller wandering), set the propeller control full
forward. Propeller surging may be caused by one or more of the following conditions.
1. There may be excessive leakage in the transfer bearing. The governor may not be able to get
enough oil pressure, which causes a delay in propeller responsiveness. By the time the
propeller responds to earlier governor inputs, they have changed, resulting in propeller
wandering.
2. Dirty oil is another cause. Contaminants in engine oil cause blockage of close tolerance
passages in the governor, leading to erratic operations.
3. Excessive play in the linkage between the governor and cockpit control can lead to erratic
operations.
Propeller surging or wandering in most instances does not limit the safe
continuation of the flight. However, to preclude the occurrence of more
serious problems, the issue should be corrected in a timely manner, i.e., at the
conclusion of the flight. If the surging or wandering is excessive, then a
landing should be made as soon as practicable.
ELECTRICAL PROBLEMS
The potential for electrical problems can be forestalled somewhat by systematic monitoring of
the dual ammeter gauge and voltmeter and ammeter readings on the MFD. The onset of most
electrical problems is indicated by abnormal readings from either or both of these gauges. The
dual ammeter, which is presented on an analog gauge, basically measures the condition of the
batteries and alternator outputs while the voltmeter indicates the condition of the airplane's
electrical system in a digital format on the MFD. The MFD displays both volts and amps in a
digital format, however, the ammeter gauge should be considered the primary instrument for use.
Under Voltage – If there is an electrical demand above what can be produced by the alternator
on either the right or left bus, the battery temporarily satisfies the increased requirement and a
battery discharging condition exists. For example, if either alternator should fail, the associated
RC050002
3-28
NOTE
NOTE
Initial Issue of Manual: November 10, 2004
Latest Revision Level/Date: -/11-10-2004
Columbia 400 (LC41-550FG)
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