IFR EMERGENCY CHECKLIST Flashcards
ENGINE FIRE during START
• Mixtures (both)…………………………………………………. IDLE CUTOFF
(Whether this occurs on left or right engine start, cut the fuel to
both engines, as there will be no attempt to restart until examined
and repaired by a mechanic)
• Throttle (affected engine) ……………………………………… FULL OPEN
(This action is an attempt to draw the fire back into the engine)
• Continue cranking……………………………………………….. 5-10 seconds
(This action is an attempt to draw the fire back into the engine)
If fire CONTINUES, proceed with the ENGINE FIRE on the GROUND checklist
If fire is OUT proceed with the NORMAL SHUTDOWN checklist
(POH Pages 3-5 and 3-16)
When abnormal smoke or flames are present during engine start, the air-
plane is not safe to fly. Therefore, the procedure is to simply shut down
with the mixture control and burn any residual fuel in the system by
opening the throttle and cranking for a few seconds.
This procedure applies whether cranking the engine, during light up or,
immediately after the engine has started and is idling.
ENGINE FIRE on the GROUND
Stop The Airplane And Set The Parking Brakes
• Fuel Selectors (both) …………………….OFF
• Mixtures (both)………………..IDLE CUTOFF
•Throttles………………………………………IDLE
•Mags…………………………………………… OFF
•Master………………………………………… OFF
• FireExtinguisher ………………….AS REQRD
(If not readily available, don’t waste time to retrieve this item.
If a subsequent evacuation is required, time is critical)
•EVACUATE …………………………… AS REQRD
(This requires a quick decision).
(If needed to evacuate, proceed with the EVACUATION DRILL in this checklist)
(POH Pages 3-5 and 3-16)
When it is determined that an actual fire or unusual smoke occurs on the
ground, whether standing still or taxiing, STOP THE AIRPLANE first and set
the PARKING BRAKES. Then, IF TIME PERMITS ONLY, proceed with a quick
shutdown in the proper sequence. The airplane can now be evacuated
safely. Use of the fire extinguisher is for personnel protection only and
not to fight an engine fire.
REJECTED TAKEOFF
•Brakes……………………………………MAXIMUM
(Applying the brakes and bringing the throttles to IDLE
occur almost simultaneously)
•Throttles……………………………………….IDLE
• IF Critical…….STOP ON RWY & EVACUATE
(Critical conditions are: Fire of any kind, LG collapse, getting off the runway,
collision and any dangerous condition the PIC may decide)
• IF Not Critical ………………..CLEAR RWY & ADVISE ATC
(Non-critical conditions are, for example: Blocked airspeed, abnormal en-
gine indications or problems, bird strike, blown tire, stuck on runway, etc.
Advise ATC if unable to move)
Takeoff begins when the airplane starts rolling down the runway with
the intent to become airborne. Should any safety-related condition occur
during the takeoff phase, interrupt (reject) the takeoff. Do not bring your
problem in the air. Examples of safety issues are: abnormal engine noise
or burning smell, abnormal engine instruments indications, directional
control problems, no airspeed indication, bird strike, etc.
EVACUATION
• Fuel Selectors (both)………………………………………………..OFF
• Mixtures (both)……………..…IDLE CUTOFF
•Throttles…………………………………………IDLE
•ATC……………………………………………..ADVISE
•Mags ……………………………………………….OFF
•Master……………………………………………..OFF
• Fire Extinguisher………………….AS REQRD
• EVACUATE (Right door / Left window)……………………….. AS REQRD
(Left window: Remove the plastic cover. PUSH the release handle
FORWARD and push the window OUT)
(POH Pages 3-23)
Evacuating the airplane may be required after an engine fire or other
heavy smoke anytime while on the ground, if airframe damage is suspec-
ted, such as a gear collapse, landing with a gear failure, etc.
The first item to remember is to set the parking brakes and then, secure
the airplane. This checklist is very similar to the ENGINE FIRE ON THE
GROUND checklist.
ENGINE FAILURE or FIRE after TAKEOFF
** Confirm each item before activation**
• Keep Straight - Speed ………………………………………………88 K
(Apply sufficient rudder to oppose. Use up to 5° of bank towards the ball to
help maintain directional control. Keep the nose up slightly above the
horizon and aim to maintain 88 K)
• Mixture-Pitch-Throttle (both eng.)…………………………….MAXIMUM
(This will ensure that maximum power is applied
regardless of which engine failed)
•Flaps …………………………………………………UP
(If Flaps are down to any degree, the airplane will not be able to climb)
•Gear………………………………………………….UP
(If LG is down, the airplane will not be able to climb)
• Dead Engine ………………………………………IDENTIFY
(Confirm DEAD FOOT - DEAD ENGINE)
• Throttle (affected engine)…………………………….…………..IDLE
• Propeller (affected engine)……………………………………..FEATHER
Check for Fire
• IF FIRE - Fuel Selector (affected engine) …………………………….ICO
• Mixture (affected engine)…………………………………………..OFF
•Trim ………………………………………. ADJUST
(Relieve pressure as required)
• Cowl Flaps (inoperative engine)……………………………………. CLOSED
(Also check operative engine CHT to prevent overheat)
When the situation is stabilised (minimum 1000’ agl)
DECLARE an EMERGENCY and ADVISE ofINTENTIONS
Proceed with the ENGINE SECURING checklist Page 7
(POH Pages 3-3 and 3-13)
This is one of the most challenging procedure for a multi-engine pilot. It
must be mastered through lots of practice. It is of the utmost importance
to understand the flight characteristic of a multi-engine airplane affected
by such a power loss. Using proper checklist sequence is crucial.
First, control the airplane and then, configure for maximum perform-
ance.
Pilot seat position is critical. If not seated properly, it may be impossible
to apply full rudder control at low speeds. Loss of directional control may
result.
Starting with the M-P-T sequence Confirm each item before activation
Actions should be deliberate but with a good flow.
Do not rush and forget to fly the airplane.
ENGINE FIRE IN FLIGHT
(Climb, Cruise, Descent, Approach)
** Confirm each item before activation**
• IDENTIFY THE ENGINE ……………………………………CONFIRM
• Throttle (affected engine)…………………………………………IDLE
• Fuel Selector (affected engine) ……..OFF
• Mixture (affected engine)………………ICO
• Propeller (affected engine)……..FEATHER
• Cowl Flaps (affected engine) ……….OPEN
•Trim…………………………………………..ADJUST
If fire CONTINUES, proceed with an
EMERGENCY DESCENT if required and LAND ASAP
If fire is OUT proceed with the ENGINE SECURING check Page 7
(POH Pages 3-5 and 3-16)
First, control the airplane then, identify the engine, shutoff all fuel
sources, feather the engine and trim. Be prepared to fly on only one en-
gine.
By doing this, you shut down the engine and performance suffers.
Assume control immediately after the PROP is feathered then continue.
EMERGENCY DESCENT
• Throttles IDLE
• Props FULL FWD
(Windmilling props produce a lot of drag, increasing the rate of descent)
• Mixtures FULL RICH
• Gear…………………………………HI SPEED – UP / LO SPEED - DOWN
• Speed……………………………….. HI SPEED - 200 K / LO SPEED - 140K
• ATC ADVISE
(Changes in altitude and deviation from track require to advise ATC but
remember to FLY THE AIRPLANE FIRST)
• TransponderAS REQRD
(If the situation is desperate and if unable to contact ATC and,
if time permits select 7700)
(POH page 3-23)
An emergency descent is an extreme maneuver used to get to lower alti-
tude rapidly. In a nonpressurised airplane, it is mainly used in case of an
uncontrolled engine or cabin fire.
The objective being to get the maximum rate of descent, there are 2 con-
figurations that can be used.
High speed: Gear UP and VNO
Low speed: Gear DOWN and 140 KIAS
Do not lower the flaps as he maximum structural speed may easily be ex-
ceeded.
It might be advisable to bank 30 to 45 degrees for at least 90o heading
change in the descent to clear the area below and maintain positive load
factor.
ENGINE FAILURE IN FLIGHT
(Climb, Cruise, Descent, Approach)
** Confirm each item before activation**
• Keep Straight - Speed ………………………………………. MINIMUM 88 K
• Mixture-Pitch-Throttle (both eng.) ……………………………MAXIMUM
• Flaps………………………………………………..UP
• Gear………………………………………………..UP
• Dead Engine…………………………..IDENTIFY
• Throttle (affected engine) ……………..IDLE
(If the engine is windmilling, use the checklist below to get the engine to
restart on its own in case of mishandling the fuel or ignition systems.
If it does not restart, secure the engine as indicated)
An engine failure in flight is indicated by a decrease in thrust and a
change in noise produce by the propeller. Yaw and bank will be produced
during climb or in cruise but subtle during descent. Not all engine failures
are the same. While some suffer a partial power loss, others may be ac-
companied by mechanical noise or fire. Engine instruments alone are not
a very reliable tool for troubleshooting.
This check is similar to the engine failure after takeoff check. The proced-
ure is interrupted at the feather point. This is because there is normally
time to identify the source of the failure and attempt a restart. After
takeoff, the engine must be feathered ASAP to be able to climb and clear
obstacles.
This will be a great source of distraction and the pilot must make an ef-
fort to concentrate on the sequence to follow.
First, as always, control the airplane then, identify the engine, do the
procedure and be prepared to fly on only one engine.
Engine is WINDMILLING
Engine is WINDMILLING
• Fuel Selector ………………………………….ON
• Primers …………………………………..LOCKED
• Carb. Heat……………………………………….ON
• Mags……………………LEFT OR RIGHT ONLY
• Fuel Pump……………………………………….ON
• If NO restart……………………………FEATHER
• Trim …………………………………… AS REQRD
Proceed with the ENGINE SECURING checklist Page 7
(POH Pages 3-2, 3-11 and 3-12)
ELECTRICAL SMOKE or FIRE INFLIGHT
• Master……………………………………………OFF
• Alternators ………………………….BOTH OFF
• Avionics Master …………………………….OFF
• Heater…………………………………………..OFF
• Extinguisher…………………..USE AS REQRD
• When Safe ……………….VENTILATE CABIN
• Weather Permitting ……………………….MAINTAIN VFR
• If Fire PERSISTS………………………………LAND ASAP
• If Electric Power ABSOLUTELY required……………………..LEFT ALT ON
(There is less potential danger to turn ON an alternator if the battery is ON)
Company procedure
(POH: No Reference)
An in flight fire is one of the most potentially dangerous situations to deal with
in an airplane.
First, all electric sources will be isolated then, fight the fire until completely ex-
tinguished and finally ventilate the cabin.
At night, a flashlight should be readily available because you still have to keep
the airplane flying. An in flight fire is one of the most potentially dangerous situations to deal with
in an airplane.
First, all electric sources will be isolated then, fight the fire until completely ex-
tinguished and finally ventilate the cabin.
At night, a flashlight should be readily available because you still have to keep
the airplane flying.
HEATHER OVERHEAT
HEATHER OVERHEAT
• The heater automatically shuts off
• Do not restart the heater
• If smoke or fire is detected, LAND ASAP
• If no smoke or fire detected, Land as soon as practicable
SPIN RECOVERY
SPIN RECOVERY
• Throttles……………………………………….IDLE
• Rudder……………….FULLY OPPOSITE SPIN
• Control Wheel……………….RELEASE BACK PRESSURE
•or FULL FORWARD till nose DROPS
• Ailerons…………………………………NEUTRAL
• Rudder………………………………NEUTRALISE WHEN ROTATIONSTOPS
• Control Wheel……………………SMOOTHLY RECOVER FROM DIVE
(POH pages 3-10a and 3-22)
