Emergency Procedures Every Pilot Should Know

THE PIC'S AUTHORITY IN AN EMERGENCY

FAR 91.3 grants the pilot in command the authority to deviate from any rule to the extent required to meet an emergency. This regulation is the foundation of emergency authority in aviation. If an emergency requires breaking an airspace rule, speed limit, or altitude restriction to save lives, the PIC has the legal backing to do so. However, the FAA may request a written report of the deviation afterward.

ENGINE FAILURE AFTER TAKEOFF

An engine failure on takeoff is the most time-critical emergency a single-engine pilot can face. The response depends on altitude and available landing options.

BELOW 500 FEET AGL

At low altitude, the primary objective is to maintain airspeed and land roughly straight ahead with minimal maneuvering. The universal rule is: do not attempt to turn back to the runway. The "impossible turn" back to the departure runway requires approximately 400 to 700 feet of altitude loss in most light singles, and attempting it at low altitude frequently results in a stall-spin accident. • Lower the nose immediately to maintain best glide speed • Select the best available landing area within approximately 30 degrees of the current heading • If time permits: fuel selector OFF, mixture idle cutoff, magnetos OFF, master switch OFF • Unlatch the cabin door before touchdown to prevent it from jamming on impact

ABOVE 1,000 FEET AGL

With sufficient altitude, more options become available. The pilot may have time to attempt a restart, choose a better landing site, or potentially return to the airport. If considering a return, assess wind direction, distance from the runway, and the aircraft's glide performance before committing to the turn.

ENGINE FAILURE IN CRUISE FLIGHT

An engine failure at altitude provides more time and more options than one at low altitude. The immediate memory items are: • Best glide speed: Pitch for the aircraft's published best glide speed (Vg). For a Cessna 172, this is approximately 65 KIAS; for a Piper Cherokee, approximately 73 KIAS. • Select a landing site: Begin scanning for suitable fields, roads, or airports within gliding distance • Attempt restart: Check fuel selector (switch tanks if applicable), mixture rich, carburetor heat ON, primer in and locked, magnetos on BOTH • Declare an emergency: Transmit on the current frequency or 121.5 MHz: "Mayday, Mayday, Mayday, [callsign], engine failure, [position], [altitude], [intentions]" • Squawk 7700

ELECTRICAL FIRE

Electrical fires produce a distinct acrid smell and sometimes visible smoke from behind the instrument panel. The immediate response is: • Master switch OFF — this removes power from all electrical buses and should stop the source of the fire • All avionics and electrical equipment OFF • Cabin vents OPEN, cabin heat OFF — clear smoke from the cockpit • If the fire extinguishes, selectively restore essential circuits one at a time to identify the faulty circuit. If the fire returns when a circuit is energized, turn that circuit off and leave it off. • If the fire does not extinguish with the master switch OFF, land as soon as possible at the nearest suitable airport

ENGINE FIRE IN FLIGHT

An engine fire is identified by a rise in engine temperature, visible flames, or the smell of burning fuel or oil. The response is: • Mixture idle cutoff (to starve the fire of fuel) • Fuel selector OFF • Master switch OFF • Cabin heat OFF (the cabin heat system draws air over the exhaust manifold, which can bring fire and fumes into the cockpit) • Increase airspeed if possible (airflow helps extinguish the fire) • If the fire continues, perform a slip to direct flames away from the fuselage • Land immediately. Do not attempt to save the aircraft; evacuate upon landing.

PARTIAL PANEL FLIGHT

Failure of the vacuum pump (which drives the attitude indicator and heading indicator in most light aircraft) forces the pilot to fly using partial panel references. This requires using the turn coordinator (electrically driven), magnetic compass, airspeed indicator, altimeter, and vertical speed indicator. • Turn coordinator: Use to maintain wings level and execute standard-rate turns • Magnetic compass: Use for heading reference, but be aware of northerly turning errors and acceleration/deceleration errors • Airspeed indicator: Primary pitch reference — stable airspeed indicates stable pitch • Timed turns: A standard-rate turn (3 degrees per second) covers 180 degrees in 60 seconds

EMERGENCY LANDINGS

FORCED LANDING (POWER-OFF)

When landing with no engine power, the priority is reaching a suitable surface while maintaining control of the aircraft. Key principles: • Fly the aircraft all the way to the ground. Maintain best glide speed and do not stall. • Choose a field that is into the wind, level, firm, and long enough • Avoid plowed fields, standing water, and rocky terrain when possible • Touch down at the lowest controllable speed, with full flaps if altitude permits • If landing in trees, aim for the smallest, shortest trees and fly into them at minimum controllable airspeed in a wings-level, nose-up attitude

PRECAUTIONARY LANDING (POWER AVAILABLE)

A precautionary landing is made when continuing the flight is possible but inadvisable (deteriorating weather, fuel uncertainty, mechanical issue). With power available, the pilot can overfly the intended landing site to inspect the surface, then set up a normal approach.

LOST COMMUNICATIONS

If radio communication is lost while operating VFR, the pilot should continue VFR and land at the nearest suitable airport. Squawk 7600 on the transponder. If operating IFR under FAR 91.185, follow the "AVE-F MEA" memory aid: • A ssigned — fly the last assigned route • V ectored — if being vectored, fly direct to the fix • E xpected — fly the route ATC told you to expect • F iled — fly your filed flight plan route • Altitude: fly the highest of MEA, expected altitude, or assigned altitude

AERONAUTICAL DECISION-MAKING IN EMERGENCIES

The DECIDE model provides a framework for decision-making during emergencies: • D etect the problem • E stimate the need to react • C hoose a course of action • I dentify solutions • D o the best action • E valuate the outcome

Above all, the fundamental rule in any emergency is: fly the aircraft first. Aviate, Navigate, Communicate. No radio call, checklist, or troubleshooting procedure should take priority over maintaining aircraft control.