Rejected Take-Off
Once full power has been set, check the RPM, if it is not up to the normal value for the aircraft, check the carb heat is in then reject the take-off. At around 20 to 30 knots check in the rear view mirror, if the gliders’ air-brakes are open, release the glider immediately and reject or take-off as appropriate.
If the take-off is rejected, then release the glider and roll on in a straight line as possible. This will allow the glider space to manoeuvre behind the tug.
Glider Air-brakes Open
Attempting a take-off where the glider has it’s air-brakes deployed is extremely dangerous, in most cases the glider pilot will not realise the problem. An early release when airborne will probably result in a glider accident. In some cases the combination will not be able to climb and there is no alternative but to release the glider. If a climb is possible then the combination should be positioned onto base leg or finals such that when released, the glider will make the landing area with its air-brakes fully deployed. Do not attempt to signal to the glider. Radio communication maybe possible.
Engine Failure
Tug engines are as likely to fail as other light aircraft engines, your knowledge and competency of emergency landings and the associated vital checks are essential. On your first flight each day, check out forced landing options.
Remember that a stopped propeller will steepen the ‘idle-power’ glide angle. The AFM quotes a glide angle of 1 in 9.3 at 78 kts. This assumes a 2 blade propeller on a stopped engine, however with a 4 blade propeller fitted, the glide angle will be worse and the glide speed nearer 70 kts.
Engine Fire in Flight (DR300/400 AFM)
Cut off FUEL.
Open throttle fully until fuel remaining in engine is used.
Switch off Ignition.
Switch off battery and alternator before landing.
Note: Battery switch also cuts off the stall warning
Engine Fire on Ground (DR300/400 AFM)
Do not remove cowlings.
Direct fire extinguisher jet into air intake or through the exhaust pipes aperture.
Carburettor Icing (DR300/400 AFM)
This is listed in the AFM, however comprehensive advice on this is available under ‘Carburettor Icing’
Emergency Landing (DR300/400 AFM)
Check safety belts.
Cut off FUEL and electrical supply before landing to reduce fire risks.
Note (DR400): In the event of any deformation of the engine cowlings following a forced landing which prevents normal opening of the canopy, use the JETTISON system – Lift the two red JETTISON flaps and open the central portion of the canopy.
Accidental Spin (DR300/400 AFM)
Recovery is conventional. Apply full opposite rudder and stick neutral. Flaps must be retracted.
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