Emergency Procedures Flashcards
What is a spin? (AC 61-67)
A spin in a small airplane or glider is a controlled (recoverable) or uncontrolled (possibly unrecoverable) maneuver in which the airplane or glider descends in a helical path while flying at an angle of attack (AOA) greater than the critical AOA. Spins result from aggravated stalls in either a slip or a skid. If a stall does not occur, a spin cannot occur. In a stall, one wing will often drop before the other and the nose will yaw in the direction of the low wing.
Describe several flight situations where an unintentional spin may occur. (AC 61-67)
A stall/spin situation can occur in any phase of flight but is most likely to occur in the following situations:
a. Engine failure on takeoff during climbout—pilot tries to stretch glide to landing area by increasing back pressure or makes an uncoordinated turn back to departure runway at a relatively low airspeed.
b. Crossed-controlled turn from base to final (slipping or skidding turn)—pilot overshoots final (possibly due to a crosswind) and makes an uncoordinated turn at a low airspeed.
c. Engine failure on approach to landing—pilot tries to stretch glide to runway by increasing back pressure.
d. Go-around with excessive nose-up trim—pilot applies power with full flaps and nose-up trim combined with uncoordinated use of rudder.
e. Go-around with improper flap retraction—pilot applies power and retracts flaps rapidly resulting in a rapid sink rate followed by an instinctive increase in back pressure.
What is the recommended procedure for recovery from a spin? (FAA-H-8083-3)
In the absence of the manufacturer’s recommended spin recovery procedures and techniques, the following spin recovery procedures are recommended.
a. Reduce the power (throttle) to idle.
b. Position the ailerons to neutral.
c. Apply full opposite rudder against the rotation.
d. Apply a positive and brisk, straightforward movement of the elevator control forward of the neutral position to break the stall.
e. After spin rotation stops, neutralize the rudder.
f. Begin applying back-elevator pressure to raise the nose to level flight.
What does an aft center of gravity do to an aircraft’s spin characteristics? (FAA‑H‑8083‑25)
Recovery from a stall in any aircraft becomes progressively more difficult as its center of gravity moves aft. This is particularly important in spin recovery, as there is a point in rearward loading of any airplane at which a “flat” spin will develop. A “flat” spin is one in which centrifugal force acting through a center of gravity located well to the rear, will pull the tail of the airplane out away from the axis of the spin, making it impossible to get the nose down and recover.
What load factor is present in a spin? (FAA‑H‑8083‑25)
The load factor during a spin will vary with the spin characteristics of each airplane but is usually found to be slightly above the 1G load of level flight. There are two reasons this is true:
a. The airspeed in a spin is very low (usually within 2 knots of the unaccelerated stalling speed); and
b. The airplane pivots, rather than turns, while it is in a spin.
Discuss the use of an emergency checklist.
In the event of an in-flight emergency, the pilot should be sufficiently familiar with emergency procedures to take immediate action instinctively to prevent more serious situations from occurring. However, as soon as circumstances permit, the emergency checklist should be reviewed to ensure that all required items have been checked. Additionally, before takeoff, a pilot should be sure that the emergency checklist will be readily accessible in flight if needed.
What procedures should be followed concerning a partial loss of power in flight? (AFM/POH)
If a partial loss of power occurs, the first priority is to establish and maintain a suitable airspeed (best glide airspeed if necessary).
Then, select an emergency landing area and remain within gliding distance. As time allows, attempt to determine the cause and correct it. Complete the following checklist:
a. Check the carburetor heat.
b. Check the amount of fuel in each tank and switch fuel tanks if necessary.
c. Check the fuel selector valve’s current position.
d. Check the mixture control.
e. Check that the primer control is all the way in and locked.
f. Check the operation of the magnetos in all three positions: both, left or right.
In the event of a complete engine failure on takeoff, what procedure is recommended? (AFM/POH)
If an engine failure occurs during the takeoff run, the following checklist should be completed:
a. Retard the throttle to idle.
b. Apply pressure to the brakes.
c. Retract the wing flaps.
d. Set the mixture control to “Idle Cut-off.”
e. Turn the ignition switch to “Off.”
f. Turn the master switch to “Off.”
If an engine failure occurs immediately after takeoff, what procedure is recommended? (AFM/POH)
If an engine failure occurs immediately after takeoff, and before a safe maneuvering altitude is attained, it is usually inadvisable to attempt to turn back to the field from which the takeoff was made. Instead, it is generally safer to immediately establish the proper glide attitude, and select a field directly ahead or slightly to either side of the takeoff path.
The following checklist should be completed:
a. Establish an airspeed of 70 KIAS (flaps up) or 65 KIAS (flaps down).
b. Set mixture to “Idle Cut-off.”
c. Set fuel selector valve to “Off.”
d. Set ignition switch to “Off.”
e. Set wing flaps as required (30 degrees is recommended).
f. Set master switch “Off.”
What is the recommended procedure to be followed for an engine failure while en route? (AFM/POH)
The first priority is to establish a best-glide airspeed. Then, select an emergency landing area and remain within gliding distance. As time permits, try to determine the cause of the failure (no fuel, carburetor ice, etc.). Attempt an engine restart if possible. The recommended checklist for this procedure is:
a. Establish an airspeed of 75 KIAS.
b. Set carburetor heat on.
c. Set the fuel selector valve to “Both.”
d. Set the mixture control to “Rich.”
e. Turn the ignition switch to “Both”; if the propeller has stopped, turn the ignition switch to “Start.”
f. Check that the primer control is pushed in and is “Locked.”
What is the recommended power-off gliding speed in an engine-out procedure? (AFM/POH)
73 KIAS at 2,650 pounds.
After experiencing an engine failure immediately after takeoff (before reaching safe maneuvering altitude), why is it usually inadvisable to attempt a landing on the runway you have just departed from? (FAA-H-8083-3)
The ability to make a 180° turn does not necessarily mean that the departure runway can be reached in a power-off glide; this depends on the wind, the distance traveled during the climb, the height reached, and the glide distance of the airplane without power. The pilot should also remember that a turn back to the departure runway will in fact require more than a 180° change in direction.
Explain the approximate altitude loss and factors to consider when maneuvering an airplane that has just taken off, experienced an engine failure at 300 feet AGL, and is attempting to turn back to the departure runway.
The turn back to the runway will require approximately 270 degrees (180 degrees to get turned around, 45 degrees to get pointed at the runway, and 45 degrees for final alignment with the runway). Using a standard rate turn of 3° per second, it will take approximately 90 seconds to make the turn. If the airplane descends at approximately 500 fpm, it will have descended approximately 750 feet, placing it 450 feet below the runway. Other factors to consider:
a. The initial reaction time of 4 seconds and corresponding loss of airspeed and altitude.
b. The downwind turn must be made immediately, which increases the ground speed and rushes the pilot even more in the performance and planning of the procedure.
c. The apparent increase in ground speed could mislead the pilot into attempting to prematurely slow the airplane down, resulting in a possible stall.
d. The pilot will tend to use steeper bank angles than required for a standard rate turn, resulting in an increase in load factor, stall speed, and rate of descent.
e. The airplane will lose considerable altitude during the turn and might still be in a bank when the ground is contacted.
If an engine failure has occurred while en route and a forced landing is imminent, what procedures should be followed? (AFM/POH)
a. Establish an airspeed of 75 KIAS.
b. Begin a scan for an appropriate field for landing using the following order of preference:
• Paved airport
• Unpaved airport
• Paved road with no obstacles
• Unpaved road with no obstacles
• Grass field
• Plowed field
• Lakes or ponds
• Trees or other structures
c. Attempt an engine restart.
d. Set your transponder to “7700.”
e. Transmit a “mayday” message on either the frequency in use or 121.5.
f. Begin to spiral down over the approach end of the selected landing site.
g. On your final approach complete the forced landing checklist.
Immediately before touchdown in a forced landing procedure, what items should be completed? (AFM/POH)
The Emergency Landing Checklist should be completed:
a. Establish an airspeed with flaps up of 75 KIAS and with flaps down of 65 KIAS.
b. Set the mixture control to “Idle Cut-Off.”
c. Set the fuel selector valve to “Off.”
d. Turn the ignition switch to “Off.”
e. Select the landing down or up depending on terrain.
f. Set the wing flaps as required (30 degrees is recommended).
g. Make sure doors are unlatched prior to touchdown.
h. Turn the master switch to “Off.”
i. Make your touchdown with the tail slightly low.
j. Apply brakes heavily.
In an engine failure situation, what glide ratio will be obtained if the best-glide airspeed is maintained? (AFM/POH)
A loss of 600 feet per 1 nautical mile (i.e., an aircraft at 3,000 feet AGL would have a maximum gliding distance of 5 miles).
If a forced landing is imminent, should the landing gear be left up, or down and locked? (AFM/POH)
There can’t be a hard and fast rule concerning the position of a retractable landing gear at touchdown. In rugged terrain and trees, or during impacts at high sink rate, an extended gear would definitely have a protective effect on the cockpit/cabin area. But weigh this advantage against the possible side effects of a collapsing gear, such as a ruptured fuel tank. As always, the manufacturer’s recommendations as outlined in the AFM/POH should be followed. When a normal touchdown is assured, and ample stopping distance is available, a gear-up landing on level-but-soft terrain, or across a plowed field, may result in less airplane damage than a gear-down landing.
If an engine failure has occurred while over water, and you are beyond power-off gliding distance to land, what procedures should be followed? (AFM/POH)
a. Set your transponder to “7700” and broadcast a “mayday” message on the frequency in use or 121.5 MHz.
b. Make sure all heavy objects are secured or, if possible, jettison them.
c. Select landing gear up.
d. Set flaps to 20–30 degrees.
e. Set power (if available) so as to establish 300 fpm descent and 60 KIAS.
f. Approach and land parallel to heavy sea swells when in light winds, and approach and land into the wind when high winds and heavy seas exist.
g. If no power is available establish an approach airspeed of 70 KIAS with flaps up or 65 KIAS with 10 degrees flap.
h. Open all cabin doors prior to touchdown.
i. Initiate your touchdown in a level flight attitude.
j. Just prior to touchdown, protect body with life vests, clothing, etc.
k. After touchdown, begin evacuation of the airplane. Open the windows to equalize pressure if the doors do not open easily.
l. Inflate life vests and raft if available.
What is detonation? (FAA‑H‑8083‑25)
Detonation is an uncontrolled, explosive ignition of the fuel/air mixture within the cylinder’s combustion chamber. It causes excessive temperatures and pressures which, if not corrected, can quickly lead to failure of the piston, cylinder, or valves. In less severe cases, detonation causes engine overheating, roughness, or loss of power. It is characterized by high cylinder head temperatures, and is most likely to occur when operating at high power settings.
What are some of the most common operational causes of detonation? (FAA‑H‑8083‑25, AFM/POH)
a. Using a lower fuel grade than that specified by the aircraft manufacturer.
b. Operating with extremely high manifold pressures in conjunction with low RPM.
c. Operating the engine at high power settings with an excessively lean mixture.
d. Extended ground operations or steep climbs where cylinder cooling is reduced.
What action should be taken if detonation is suspected? (FAA‑H‑8083‑25, AFM/POH)
Detonation may be avoided by following these basic guidelines during the various phases of ground and flight operations:
a. Make sure the proper grade of fuel is being used.
b. While on the ground, keep the cowl flaps (if available) in the full-open position.
c. During takeoff and initial climb, use an enriched fuel mixture, as well as a shallower climb angle to increase cylinder cooling.
d. Avoid extended, high power, steep climbs.
e. Develop habit of monitoring engine instruments to verify proper operation.
What is preignition? (FAA‑H‑8083‑25, AFM/POH)
Preignition occurs when the fuel/air mixture ignites prior to the engine’s normal ignition event. Premature burning is usually caused by a residual hot spot in the combustion chamber, often created by a small carbon deposit on a spark plug, a cracked spark plug insulator, or other damage in the cylinder that causes a part to heat sufficiently to ignite the fuel/air charge. Preignition causes the engine to lose power, and produces high operating temperature. As with detonation, preignition may also cause severe engine damage, because the expanding gases exert excessive pressure on the piston while still on its compression stroke.
What actions should be taken if preignition is suspected? (FAA‑H‑8083‑25)
Detonation and preignition often occur simultaneously and one may cause the other. Since either condition causes high engine temperature accompanied by a decrease in engine performance, it is often difficult to distinguish between the two. Using the recommended grade of fuel, and operating the engine within its proper temperature, pressure, and RPM ranges, reduces the chance of detonation or preignition.
If the engine begins to run rough when flying through heavy rain, what action should be taken? (AFM/POH)
During flight through heavy rain, it is possible for the induction air filter to become water saturated. This situation will reduce the amount of available air to the carburetor resulting in an excessively rich mixture and a corresponding loss of power. Carburetor heat may be used as an alternate source of air in such a situation.
Are there any special considerations necessary when using the auxiliary pump after an engine-driven fuel pump failure? (AFM/POH)
In a high-wing, single-engine aircraft, which has sustained an engine-driven fuel pump failure, gravity flow will provide sufficient fuel flow for level or descending flight. If the failure occurs while in a climb or the fuel pressure falls below 0.5 PSI, the auxiliary fuel pump should be used.
What operating procedure could be used to minimize spark plug fouling? (AFM/POH)
Engine roughness may occur due to “fouling” of the spark plug electrodes. This condition may occur on the ground or in the air and is usually the result of an excessively rich mixture setting which causes unburned carbon and lead deposits to collect on the spark plug electrodes. A pilot may alleviate this problem to some degree by always using the recommended lean setting for the given condition.
During a cross-country flight you notice that the oil pressure is low, but the oil temperature is normal. What is the problem and what action should be taken? (AFM/POH)
A low oil pressure in flight could be the result of any one of several problems, the most common being that of insufficient oil. If the oil temperature continues to remain normal, a clogged oil pressure relief valve or an oil pressure gauge malfunction could be the culprit. In any case, a landing at the nearest airport is advisable to check for the cause of the trouble.
If a loss of oil pressure occurs accompanied by a rising oil temperature, what is indicated? (AFM/POH)
The oil required for cooling has been lost, and an engine failure is imminent. The throttle should be reduced, and a suitable landing area should be established as soon as possible. Use minimum power to reach the emergency landing area.
What procedure should be followed if an engine fire develops on the ground during starting? (AFM/POH)
Continue to attempt an engine start as a start will cause flames and excess fuel to be sucked back through the carburetor.
a. If the engine starts:
• Increase the power to a higher RPM for a few moments; and then
• Shut down the engine and inspect it.
b. If the engine does not start:
• Set the throttle to the “Full” position.
• Set the mixture control to “Idle cutoff.”
• Continue to try an engine start in an attempt to put out the fire by vacuum.
c. If the fire continues:
• Obtain fire extinguisher and/or fire personnel assistance
• Turn the master switch to “Off.”
• Turn the ignition switch to “Off.”
• Set the fuel selector to “Off.”
• Extinguish the fire using extinguisher
Evacuate the aircraft and obtain a fire extinguisher and/or fire personnel assistance.
What procedure should be followed if an engine fire develops in flight? (AFM/POH)
In the event of an engine fire in flight, the following procedure should be used:
a. Set the mixture control to “Idle cutoff.”
b. Set the fuel selector valve to “Off.”
c. Turn the master switch to “Off.”
d. Set the cabin heat and air vents to “Off;” leave the overheadvents “On.”
e. Establish an airspeed of 105 KIAS and increase the descent, if necessary, to find an airspeed that will provide for an incombustible mixture.
f. Execute a forced landing procedures checklist.
What procedure should be followed if an electrical fire develops inside the aircraft? (AFM/POH)
If an electrical fire is suspected (burning odor), the pilot should initially try to identify the possible source by checking all circuit breakers, avionics and instruments. If the problem is not detected and the odor or smoke continues, the following checklist should be completed:
a. Turn the master switch to “Off.”
b. Set the avionics power switch to “Off.”
c. Set all other switches to “Off” except the ignition switch.
d. Close all air/heat vents as well as any other air vents.
e. Use fire extinguisher.
What troubleshooting procedure should be followed in determining the cause of an electrical fire that is not readily apparent? (AFM/POH)
If the electrical fire is out and electrical power is necessary for continued flight, the following may be performed:
a. Turn the master switch “On.”
b. Check all the circuit breakers for their status; DO NOT RESET.
c. Check that all radio switches are “Off.”
d. Turn avionics power switch “On.”
e. Cautiously turn radio and electrical switches “On” one at a time with a short delay after each until short circuit is isolated.
What procedure should be followed if a cabin fire develops in flight? (AFM/POH)
Typically cabin fires are electrical in nature and identifying and disabling the faulty circuit is the first priority. However, careless smoking by passengers has also been a significant cause of cabin fires. The following checklist should be completed:
a. Turn the master switch to “Off.”
b. Close all air/heat vents.
c. Use a fire extinguisher if available.
d. Land as soon as possible.
