P&M Aviation QUIK GT450 Operating Instructions Manual page 18

The best glide of the GT450 is approximately 8:1 at 50 mph, but this can be reduced to 4:1 at 80 mph. It is
inadvisable to make the final approach slower than about 55 mph unless the field is very small, as wind
gradient may reduce the airspeed too much and make the final flare unsuccessful.
The best technique is to maintain 55-60 mph airspeed through the wind gradient to a low level, say 10 ft, and
then progressively ease the bar out as the speed decays until a smooth touchdown is made.
Engine Failure on Take-Off (see WARNING in Section 7.4)
In order to minimise the potential safety hazard in the event of an engine failure on take-off, never climb-out
at a steep angle when close to the ground (an airspeed of not less than 60 mph is recommended for the first
200ft) and always use an airfield long enough to allow a safe engine off landing straight ahead when the
aircraft is too low to turn into a shortened circuit. Resist the temptation to pull the control bar violently in after
such a power failure as this will produce a steep nose down attitude. Instead, let the bar assume the neutral
trim position until the aircraft regains airspeed and levels out. For minimum height loss, the nose-down
rotation of the aircraft can be checked by pushing out once the nose has dropped below the horizon. The
bar can then be eased in again to take up a glide. From that point, treat the situation as an engine off
landing. Using the trimmer to trim hands-off at the climb speed gives increased pitch damping compared to
using the fast trim setting. Always set trimmer prior to takeoff.
Instrument / electrical Failure
The essential instruments required by the conditions of the Permit to Fly are an altimeter and an airspeed
indicator. Basic engine instruments such as the oil pressure gauge are also essential for flight safety. If these
basic instruments fail, a landing should be made as soon as it is safe to do so. In the case of an over voltage
fault, it may be prudent to turn off the master switch to prevent avionics damage.
Engine Overheating
With a well maintained engine, overheating should not occur. The two basic reasons are weakening of the
fuel/air mixture, and cooling system failure. Condition of the fuel filter, float bowls and the fuel itself are very
important. Check also the radiator, coolant level, condition of hoses.
Fuel starvation may be detected by a sluggishness of the engine to respond to the throttle, a reduction in
RPM, and a change in the exhaust note. If fuel starvation is suspected, then it may be possible to keep the
engine running by pulling out the choke. Reducing the throttle setting may also keep the engine running.
These measures should only be used to fly the aircraft to the nearest safe landing area, where a forced
landing should be planned. If temperatures continue to rise, execute a forced landing as described above.
WARNING
!
Do not attempt to take off again without
positively identifying the problem, solving it and
running the engine at take off power for at least
seven minutes.
Fire
If a fire occurs on the ground, then immediately close both throttles, switch OFF the engine and exit the
aircraft, turning OFF the fuel as you go.
A fire in the air is a considerably greater hazard. Two possible causes are electrical or fuel. Smoke or fire at
the front of the aircraft is almost certain to be electrical in origin while occurrence at the rear could be from
either cause.
In the case of an electrical fire, turn OFF all electrical equipment and land as soon as is safely possible.
In the case of a fuel fire, select a landing area, turn OFF the fuel and allow the engine to run until it stops.
Turn OFF the ignition and perform an engine-off landing as described above.
Quik & Quik GT450 Aircraft Operating Instructions
th
29 March 2007
Issue 1
WARNING
!
Only use genuine streamline panniers part YQC-
212. Other panniers can cause overheating.
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