In flight fire presents one of the worst scenarios for any pilot, especially for one flying a resin soaked, plastic, fuel and oil carrying airframe. The H36 AFM distinguishes between in flight engine and electrical fires.__________________________________________________________________________________________________________________________________
Hoffmann 3 H 36 DIMONA EmergencyProcedures 3.10 Engine fire during flight: Throttle - full power Fuel Valve- OFF Cabin Heat- Push , Cabin air - Pull Ignition - OFF when engine Stops Slipping the aircraft can keep smokeand flames from the cockpit Execute normal landing from a glide 3. 11 Electrical Fire during flight: MainSwitch - OFF Circuitbreakers - PULL OFF The enginewill continue to run. Land as soon as practical or at the next airfield__________________________________________________________________________________________________________________________________ With the loss of a well known and highly experienced glider pilot in his MG due in flight fire last year, this topic is fresh in the minds of most Aussie glider pilots. Nigel made the point that often a pilot may be unable to distinguish between these types of fires during flight. Depending on the location and nature of the smoke source within the cockpit that may well point to an electrical fire but does it really matter which type of fire you have to contend with? The reality is that if it continues to burn (and it will) one type is no less hotter or catastrophic than the other although an electrical fire may take a little longer but be more toxic! As with the previous section on engine failure during early climb out, the AFM contains some sound advice and Nigel and I would argue, some less sound advice.in my opinion it badly understates the urgency to get the aircraft down onto the ground asap. Recommendations: 1. In the event of ANY fire, carry out ALL of the AFM actions listed for BOTH Engine and Electrical fires. 2. WHILE doing the above, apply the greatest side slip that you can manage and pull full spoilers as soon as your left hand is free from turning off and pulling things. (The side slipping is for the reasons provided in the AFM and also to redirect heat away from the canopy and cockpit) 3. Fly your Dimona through a wide spiraling descent so that you can survey the best landing areas in your immediate vicinity on each turn and plan for a rapid arrival at one. 4. Forget "Execute normal landing from a glide" just get the bloody thing down so that you can egress and move well away upwind, while it burns. My Comments and as usual, appreciate your thoughts and feedback: 1 & 2. I plan to sit in the cockpit before startup on occasions, close my eyes and visualise a fire. No time for finding and reading a checklist with the H36. I'll just rehearse shutting everything off while entering a rapid descent using side slipping and full spoilers. 2. Its well worth staying current in side slipping. Caution required near the ground close to roundout but practiced at height and then applied by joining a high/steeper final occasionally provides ample opportunity. 3. Landing engine off and actually using your touring motor glider as a glider now and again builds real confidence in putting your aircraft down at other than a licenced airport. Aussie pilots flying sailplanes are required to undergo an annual 'outlanding' check and this is an equally good idea for MG pilots. I have a very good Power Point on Outlanding developed by the GFA Coaching dept if anyone is interested. 4. Be mindful of the toxicity of burning/smoldering plastics during descent and try to lean towards any fresh air inlet for breathing in. Any other suggestions? Best Regards Laurie Sydney Australia
