Coping With In Flight Emergencies

I have never considered myself to be a natural born pilot. Far from it. Rather, I attribute my more than 50 years of successful involvement with airplanes and flying to the no-nonsense military flight training I received.

The military insisted on strict adherence to basic procedures, long proven safety practices, and repetitious training.

They had me do stalls, spins, and basic aerobatics until I was convinced the airplane would fly in spite of my less than superior flying ability.

Familiarity with the fuel, electrical, and hydraulic systems had to be learned well enough to be able to draw the systems and explain the functions and emergency procedures for each of the airplanes to be flown…then there were the blindfold cockpit checks. All this helped instill a sort of instinctive reaction to emergency situations, real or imagined.

Much of that type of training, today, seems to be regarded as dated and unrealistic.

I am told that most of the flight training time early on is now spent learning FAA Rules and Regulations, the niceties of flight planning, and the complexities of proper communications…more so than practicing the basic skills required to operate an aircraft safely under any and all conditions of flight. I wonder how many low-time pilots have been exposed to spins and plenty of simulated emergency conditions practice?

In-flight emergencies do happen, you know.

Because an emergency is almost always an unexpected event, it requires immediate action on your part. You have little or no time to think about what to do.

Success in coping with most any contingency often depends on your prior training and a conditioned reaction. Previously practiced emergency procedures and carefully thought out alternative courses of action become invaluable resources.

As a pilot of an airplane you certainly must be aware that it is possible (however rare that prospect may be) that one day you may be faced with an emergency and…

1. Experience a complete engine failure;
2. Have an engine compartment fire, or smoke in the cockpit;
3. Have a rough running engine;
4. Find you are running low on fuel;
5. Elect to make a precautionary off-airport landing.

Have you given any thought to what you would do…what you could do under these and other unexpected emergency circumstances?

You can count on it, you will not have much time to decide what to do at that moment so why not take this opportunity to review what you think you might do about it…now!

Owner’s Manual
Each certified aircraft has an owner’s manual which includes, among other things, recommended emergency procedures. Obviously, pulling the manual out and studying it during an in-flight contingency won’t help much.

Incidentally, if you don’t already have one, you should develop a simple owner’s manual prepared specially for your experimental aircraft. Preparing such a manual will generally lead to a better understanding of your airplane and how it should be operated.

Include in your owner’s manual (or handbook) the procedures to be followed for operating your particular aircraft should an emergency situation develop.

Address the type emergencies you might encounter together with the recommended means for coping with those conditions. Just knowing in advance what you can and should do might save your life and your aircraft.

Consider adapting the following procedures and suggested courses of action as the basis for your own EMERGENCY PROCEDURES SECTION.

During An In-Flight Emergency
Here’s a rule to live by: Fly the airplane! No matter what the emergency (engine failure, fire, structural failure), fly the airplane. Maintain control and fly it all the way to the ground, if necessary.

Engine Failure During Takeoff

Engine Failure In Flight

I have never considered myself to be a natural born pilot. Far from it. Rather, I attribute my more than 50 years of successful involvement with airplanes and flying to the no-nonsense military flight training I received.

The military insisted on strict adherence to basic procedures, long proven safety practices, and repetitious training.

They had me do stalls, spins, and basic aerobatics until I was convinced the airplane would fly in spite of my less than superior flying ability.

Familiarity with the fuel, electrical, and hydraulic systems had to be learned well enough to be able to draw the systems and explain the functions and emergency procedures for each of the airplanes to be flown…then there were the blindfold cockpit checks. All this helped instill a sort of instinctive reaction to emergency situations, real or imagined.

Much of that type of training, today, seems to be regarded as dated and unrealistic.

I am told that most of the flight training time early on is now spent learning FAA Rules and Regulations, the niceties of flight planning, and the complexities of proper communications…more so than practicing the basic skills required to operate an aircraft safely under any and all conditions of flight. I wonder how many low-time pilots have been exposed to spins and plenty of simulated emergency conditions practice?

In-flight emergencies do happen, you know.

Because an emergency is almost always an unexpected event, it requires immediate action on your part. You have little or no time to think about what to do.

Success in coping with most any contingency often depends on your prior training and a conditioned reaction. Previously practiced emergency procedures and carefully thought out alternative courses of action become invaluable resources.

As a pilot of an airplane you certainly must be aware that it is possible (however rare that prospect may be) that one day you may be faced with an emergency and…

1. Experience a complete engine failure;
2. Have an engine compartment fire, or smoke in the cockpit;
3. Have a rough running engine;
4. Find you are running low on fuel;
5. Elect to make a precautionary off-airport landing.

Have you given any thought to what you would do…what you could do under these and other unexpected emergency circumstances?

You can count on it, you will not have much time to decide what to do at that moment so why not take this opportunity to review what you think you might do about it…now!

Owner’s Manual
Each certified aircraft has an owner’s manual which includes, among other things, recommended emergency procedures. Obviously, pulling the manual out and studying it during an in-flight contingency won’t help much.

Incidentally, if you don’t already have one, you should develop a simple owner’s manual prepared specially for your experimental aircraft. Preparing such a manual will generally lead to a better understanding of your airplane and how it should be operated.

Include in your owner’s manual (or handbook) the procedures to be followed for operating your particular aircraft should an emergency situation develop.

Address the type emergencies you might encounter together with the recommended means for coping with those conditions. Just knowing in advance what you can and should do might save your life and your aircraft.

Consider adapting the following procedures and suggested courses of action as the basis for your own EMERGENCY PROCEDURES SECTION.

During An In-Flight Emergency
Here’s a rule to live by: Fly the airplane! No matter what the emergency (engine failure, fire, structural failure), fly the airplane. Maintain control and fly it all the way to the ground, if necessary.

Engine Failure During Takeoff

Engine Failure In Flight

Forced Landing
If for whatever reason an engine out landing becomes inevitable, trim the aircraft for best gliding angle and:

a. Select the best landing area nearby;
b. Declare an emergency on 121.5 (unless you are already communicating on some other frequency), giving your location and expected landing area then . . .
c. Turn the ignition switch, master switch and fuel selector to OFF, and mixture to IDLE CUT-OFF;
d. Tighten your seat belt and shoulder harness. If your canopy can be safely opened in flight, do it now. FLY THE AIRPLANE…DON’T LET IT STALL.

Ordinarily, there is no use trying to engage the starter IF the propeller is windmilling. With a windmilling prop the engine will start if it has fuel, air and a spark…combustion will follow.

Onboard Fire
Keep in mind that fire cannot occur unless all three elements-fuel, air and spark-are present. Remove any one of the elements and there can be no fire.

1. During engine start:

a. Over-priming, coupled with an engine backfire, during starting (especially in cold weather) can result in an engine compartment fire. Unfortunately, if you are in the cockpit you probably won’t know there is a fire.Sometimes a spectator might alert you to the problem. At any rate, the classical advice is to continue cranking the engine in the hopes of sucking the flame back into the engine thereby containing it.
b. Move mixture to IDLE CUT-OFF;
c. Move throttle wide open;
d. Electric fuel pump off (if applicable);
e. Fuel selector OFF;
f. Anytime you can see a fire up front from the cockpit (in spite of a tightly cowled engine), it is time to shut off the fuel and abandon the airplane…get out pronto, taking the fire extinguisher with you.

NOTE: A fire extinguisher is a useful safety feature in any cockpit. If for no other reason, you can always use it to break out a Plexiglas™ canopy in the event of an accidental turnover.

2. In-flight engine fire:

a. Consider the possible sources. An exhaust stack breaks and ignites the oil on a dirty engine, or the exhaust flame burns through a fuel line igniting the escaping fuel. Anyhow, the basic procedure must be familiar to you by now.
b. Turn fuel select OFF;
c. Mixture to IDLE CUT-OFF;
d. Electric fuel pump OFF;
e. Close cabin heat opening to cockpit;
f. Squawk "MAY DAY" before turning Master Switch OFF;g. Prepare for a forced landing. If necessary, slip the airplane to keep the flames away from the cockpit. Get on the ground as soon as possible.

3. Smoke in the cockpit:
Chances are that the smoke or fumes in the cockpit are due to an electrical fire or problem of some sort.

a.Turn the Master Switch OFF. Don’t worry, a magneto driven engine will keep running, believe me;
b. Open what fresh air vents and windows you can to ventilate the cockpit and clear the fumes and smoke; 
c. Use your fire extinguisher if necessary. It should be of the type that is suitable for electrical fires and non-toxic;
d. Land as soon as possible.

Engine Roughness In-Flight
This would indicate an internal engine problem of some magnitude, or could it be a broken engine mount, a broken spinner, a loose propeller or, maybe, a propeller that has lost its tip.

As with any in-flight emergency, FLY THE AIRPLANE.

Reduce power. This is almost an instinctive inclination and in this instance a good one. Throttling back may help ensure the engine will continue to run safely…longer.

Head for the nearest airport. Do not continue your flight any longer than absolutely necessary. Do not be lulled into complacency should the engine roughness become intermittent, or go away. Mechanical things don’t heal themselves.

Try to isolate the problem. Engine parts poking through the cowling, smoke, or fire up front? Maybe it is a broken prop blade.

Check your engine instruments. Abnormal EGT, CHT, oil temperature, oil pressure, tachometer or manifold pressure readings would tend to rule out a propeller or spinner problem or similar non-engine related problem.

After the initial throttle-back reaction, play with the throttle and mixture control (avoid an abrupt mixture control move to full rich) in an effort to find the settings which allow the engine to run smoother.

Don’t rule out the use of carburetor heat especially if icing conditions are a possibility.

If your fuel pressure gauge is fluctuating, it may be an indication of fuel vapor bubbles in the system. Turn the electric fuel pump ON.

Other Contingencies

1. Loss of oil pressure.
Is it the gauge or the loss of oil? In either instance, immediately head for the nearest airport and prepare yourself for a forced landing.

If the loss of oil pressure is accompanied by a rise of temperatures, it is not likely that the gauge is at fault. The complete loss of oil will result in a sudden engine stoppage. In any event, you might want to make a precautionary landing while the engine is still running.

2. High oil temperature.
A low oil level, or some kind of obstruction in the oil cooling installation, as well as a faulty gauge could cause the problem. A rapid rise in oil temperature may be related to the loss of oil. Land as soon as you can and check it out.

3. Electrical failure.
This is especially critical during IFR and/or night operations. The loss of the alternator output is first indicated in the non-indications of the ammeter and voltmeter gauges. If installed, an alternator warning light on the panel might tip you off as to the situation.

Immediately reduce as much of the electrical load you can because your electrical system will now be fed from the battery alone. When it is drained, no radios, no lights, no anything electrical.

Next, if you can, try to reset the over-voltage relay.

Turn the ALT switch off for one second and then back ON.

This, if it works, will generally return the ammeter to its normal indication provided the problem was only something like a momentary over-voltage condition.

As with any emergency or contingency, the advice is the same. Keep calm. Fly the airplane. Determine what the emergency is and cope with it if you can-while preparing for a precautionary or forced landing…preferably at an airport.