VFR Day Emergencies - C172R
Pilot Level:
References:
Note:
Student Pilot.
FAA-H-8083-3A, Chapter 16, Federal Aviation Regulations, Cessna 172R PIM, Aeronautical Information Manual,
King Schools (DVDs): Surviving Systems Emergencies & Surviving your Most Feared Emergencies.
Emergencies situations during Night VFR are covered in the Night VFR Lesson Plan.
Pre-Requisites:
The pilot in training will have read:
 Chapter 16 of the Airplane Flying Handbook
 Section 3 of the C172R Information Manual
 King Schools DVDs, Surviving your Most Feared Emergencies & Surviving Systems Emergencies
Preface:
I once heard the difference between a test pilot and a regular pilot is that the test pilot is surprised when nothing goes
wrong during a flight while the regular pilot is surprise when something goes wrong. While this is a little dramatic, it does
convey a message, there are two types of pilots those who are prepared and ready to deal with any situation and those
who are momentarily taken back.
You don't have to be a test pilot to prepare for and handle adverse situations while flying. In fact, reviewing the aircraft
systems, radios and emergency checklist procedures is a fantastic way to be prepared. Some of the situations presented
herein are not generally considered emergencies if they occur alone without any other urgent or emergency situation;
however, it is up to the PIC to determine the severity of the situation and classify it as an emergency or urgent situation.
FADD, Frequencies, Squawk Codes, FARs, AIM, Urgent & Emergency Situations
FADD:
When time allows the FADD acronym can be used as a thought process of what to do; however, there are
situations which require immediate action by the pilot, during these times the pilot must act rapidly and accurately
to the situation.
F - Fly the Airplane
A - Assess the Problem
D - Decide What to Do
D - Do it!
Obtaining Emergency Assistance: (AIM 6-3-2)
 Distress Situation - MAYDAY, MAYDAY, MAYDAY
o Commands radio silence, all stations, ground and air will listen until they are assured emergency service is
being provided (AIM 6-3-1).
 Urgency Situation - PAN-PAN, PAN-PAN, PAN-PAN
Frequencies:
 121.5
 If you're already on a frequency with ATC, don't switch to make a call on 121.5, just tell ATC, on the frequency
currently in use what the situation is.
Squawk Codes:
 7500 - Hijack/Air Piracy (AIM 6-3-4)
 7600 - Two-way Communications Failure
 7700 - Distress or Urgency condition.
 Radar facilities are equipped so that Code 7700 normally triggers an alarm or special indicator at
all control positions (AIM 6-2-2).
FARs/AIM References:
 FAR 91.3 - Responsibility and Authority of the PIC
o "....the pilot in command may deviate from any rule of this part to the extent required to meet that
emergency."
 FAR 91.113 - "An aircraft in distress has the right-of-way over all other air traffic."
 AIM 6-1-2 Emergency Condition - Request Assistance Immediately
o Have the student read this aloud
 AIM 6-2-1 Radar Service for VFR Aircraft in Difficulty
Contents:
Part 1: Emergencies
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
o)
p)
Engine Fire During Startup
Aborted Takeoff
Engine Failure During Takeoff
Engine Failure Prior to Reaching a Safe Maneuvering Altitude
Engine Failure in the Traffic Pattern (Dead Stick Landing)
Engine Failure During Cruise
Engine Fire In-Flight
Electrical Fire In-Flight
Cabin Fire
Wing Fire
Ditching
Inadvertent Flight into Icing/Clouds
Lost Procedures
Spins
Minimum Fuel Advisory
Hijacking
Part 2: Systems Emergencies
a)
b)
c)
d)
e)
f)
g)
h)
Lost Communications (VFR)
Electrical System Failure/Abnormal Indications
Vacuum System Failure
Flight Control Malfunctions/Failures
Pitot-Static Failure
Landing with a Flat Nose Tire
Landing with a Flat Main Tire
Window/Door Opening In-Flight
Part 3: Aeromedical Emergencies
a) Carbon Monoxide
b) Hypoxia
c) Passenger Emergency
(1) Emergency Descent to a Landing
Part 1: Emergencies
Engine Fire During Startup: (Refer to Fires - During Start on Ground)
(1) Memory Items
Aborted Takeoff:
(1) If airborne, and runway available, landing on the remaining runway
(Refer to Engine Failure Immediately After Takeoff)
(2) If not airborne, apply the brakes and close the throttle.
Engine Failure During Takeoff Roll:
(1) Refer to Engine Failure During Takeoff Roll
Engine Failure Prior to Safe Maneuvering Altitude:
- Elicit student to make a personal decision of what safe maneuvering altitude will be for them.
(1) Airspeed
(2) Best Field
(a) Landing directly ahead or turn no more than 30o turn to either side.
(3) Checklist/Cockpit Checks
300 Ft. AGL
4,480 Ft.
180o
1,016 Ft.
225o
Engine Failure in the Traffic Pattern (Dead Stick Landing):
(1) Airspeed
(2) Glide Slope Judgment
Engine Failure During Cruise: (ABC)
(1) Airspeed
(a) VL/D
(2) Best Field
(a) Energy absorbing capability
(b) Attempt to land into the wind
(c) Maintain control of aircraft. LAND UNDER CONTROL.
(3) Cockpit Checks/Checklist
(a) Memory Item Flow (Cockpit Checks)
(b) Checklist - Engine Failure During Flight (Restart Procedures)
(c) If necessary - Checklist - Emergency Landing Without Engine Power
(4) Talk & Squawk
(a) Tell ATC of the problem, souls on board, intentions
(i) If already with ATC, use current frequency, if not talking with ATC - 121.5
(ii) Squawk 7700
Engine Fire In-Flight: (Refer to Engine Fire In Flight Checklist)
- An in-flight engine compartment fire is usually caused by a failure that allows a flammable substance such as fuel,
oil or hydraulic fluid to come in contact with a hot surface.
- Fire is producing thick black smoke, source is likely oil-fed.
- Fire is producing bright orange flames, source is likely fuel fed.
(1)
(2)
(3)
(4)
Memory Items
Airspeed to extinguish fire
Emergency Descent
Forced Landing
Electrical Fire In-Flight: (Refer to Electrical Fire In Flight Checklist)
(1) The initial indication of an electrical fire is usually the distinct odor of burning insulation.
Cabin Fire: (Refer to Cabin Fire Checklist)
Wing Fire: (Refer to Wing Fire Checklist)
(1) Basically, turn of all the electrical running to the wing.
(2) Sideslip to keep flames away from the fuel tank and cabin.
Ditching:
(1) AIM 6-3-3
(2) Refer to Ditching Checklist
Inadvertent Flight into Icing/Clouds:
(1) Maintaining Airplane Control
(2) Returning to Visual Flight
(3) Help from ATC
(a) 6-2-3 Direction Finding Instrument Approach Procedure
(b) 6-2-1 Radar Service for VFR Aircraft in Difficulty
Lost Procedures: (5Cs)
- Use available resources: GPS, VORs, Look out the Window, Check heading indicator against compass.
- Continue to fly a consistent heading, you may not be lost at all, you're just having trouble matching the terrain
features with the chart/sectional.
(1) Climb - Can see farther and more terrain features from higher altitude (Better radio nav/com reception)
(2) Conserve - Throttle back (best endurance) and if necessary lean the mixture, give yourself more time.
(3) Confess - Tell yourself and ATC that you are lost, get help and don't let pride get in the way.
(4) Communicate - Contact ATC
(a) AIM 6-2-1 Radar Service for VFR Aircraft in Difficulty
(5) Comply - Comply with ATC instructions.
Spins:
Airspeed - Stable below stall speed
- In a spiral, the airspeed rapidly increases.
VSI - Stable
Rate of Rotation - Stable
(1)
(2)
(3)
(4)
Throttle to Idle
Neutralize Ailerons
Apply rudder, opposite the direction of rotation
Move the yoke forward, past the neutral point as rotation stops
Minimum Fuel Advisory:
(1) AIM 5-5-15
Hijacking:
(1) AIM 6-3-4
(2) Squawk 7500
(3) Taxi with Full Flaps Extended
Part 2: Systems Emergencies
Lost Communications (VFR):
a)
Can't Receive (1) FADD
(2) 6 C's
(a) Sound Up - Check/Turn Up the Comm Volume
(b) Squelch - Adjust, make sure you can hear a hiss sound
(c) Selector - Ensure the correct radio is selected
(d) Socket - Check headset /mic socket connections and check the wires
(e) Speaker - Activate the Speaker, if the speaker works the headset could be the problem
(f) Switch - Flip Flop the frequency, make sure the frequency desired is the active frequency
- Switch to the other radio (if available) Comm 1 or Comm 2
b) Can't Transmit - (but you can hear audio/other transmissions)
(1) FADD
(2) 6 C's
(a) Selector Switch - Ensure the correct radio is selected
(b) Select - Ensure the proper frequency is selected
(c) Switch - Ensure the frequency is on active and not standby
(d) Side Tone - Listen for the mic "click" when you hit the PTT button and also listen for yourself to speak
- Look for the transmit icon/light on the radio when PTT is depressed
- Test the passenger/co-pilot PTT switch
- Use the hand mic
(e) Socket - Check headset plugs are securely in the socket
(f) Stuck Mic - Check the PTT to see if it is stuck, look for the transmit icon/light
- If you are making a continuous transmission and the aircraft has no auto disconnect you
may have to turn off the inoperative radio and use the other radio, a handheld or
operate without a radio.
(g) Switch Radio - Switch to Comm 1 or 2 audio and selector on
c)
Landing with Communications Inoperative (1) Fly to an uncontrolled airport (a) Be vigilant of other traffic and land.
(2) If you have to land at a controlled airport (a) If you have a stuck mic (can't receive) (i) Turn it on momentarily, notify ATC of your intentions, state you'll be looking for light guns signals
then turn the radio off.
(b) If you can't transmit (i) Squawk 7600
(ii) Overfly the traffic pattern and observe traffic flow
(iii) Cautiously enter the pattern
(iv) Watch for light gun signals
(v) Try to transmit over your radio just in case
(vi) Acknowledge light guns signals by rocking wings.
(c) If you can't receive (for reason other than stuck mic) (i) Squawk 7600
(ii) Transmit your intentions
(iii) Overfly the traffic pattern and observe traffic flow
(iv) Cautiously enter the pattern
(v) Watch for light gun signals
(vi) Acknowledge light guns signals by transmitting
Electrical System Failure/Abnormal Indications:
MAGNETOS (Engine Driven) WILL ALLOW ENGINE TO CONTINUE TO FIRE WHEN ELECTRICAL SYSTEM IS OFF!
(1) Ammeter Shows Excessive Rate of Charge (Refer to the Emergency Checklist 3-11)
(a) After starting and extended electrical load at low RPM, the battery will be able to accept above
normal charging (as indicated on ammeter). After a while the charge should decrease, if it doesn't
the alternator control unit has a sensor to automatically turn off the alternator to protect it. If the
sensor malfunctions and the alternator remains on, you must manually shut off the alternator to
protect it.
(2) Low Voltage Annunciator (Volts) Illuminates During Flight (Ammeter Indicates Discharge)
(a) VOLTS may illuminate while taxiing at low RPMs.
(b) If VOLTS illuminates in flight it could be for two reasons:
(i) An excessive rate of charge as occurred and the alternator control unit shut off the alternator to
protect it, and the battery has been supplying electrical power.
(ii) A temporary surge has popped the alternator circuit breaker and shut down the alternator. This
could be a nuisance trip and the electrical system should be recycled. If the breaker pops again,
the alternator should remain off.
(3) Voltmeter (Clock and OAT Gauge)
(a) 28 Volt Altimeter
(b) 24 Volt Battery (When Fully Charged)
(4) Battery Life when Alternator is off
(a) Condition of battery, charge level, etc will affect how long the battery will provide electricity for a
load.
(i) Example: 25 AMP Hour battery, and you' re drawing 5 amps, the battery will provide electricity
for 5 hours. If you're drawing 10 amps, the battery may provide electricity for 2.5 hours, etc.
Vacuum System Failure:
- Abnormal readings on HDG Indicator / Attitude Indicator
- VAC gage below the green
- L VAC R on annunciator panel
Flight Control Malfunctions/Failures:
(1) Total Flap Failure (a) Landing distances increased 35%
(2) Asymmetric Flap Extension (a) An asymmetric flap situation is one in which one flap deploys or retracts while the other remains in
position.
(b) The aircraft will roll toward the wing with the least flap deflection when wing flaps are
extended/retracted.
(i) Counter the roll with opposite aileron.
(ii) The yaw caused by the additional drag created by the extended flap will require substantial
opposite rudder. This will require a cross controlled condition. To maintain wings level, full
aileron may have to be used, it is therefore, important for the pilot to not attempt to land with a
crosswind coming from the side of the deployed flap. Aileron drift correction may not be
available.
(iii) Stall difference. The "clean" wing will stall before the wing with the deployed flap. It a stall
occurs, the aircraft will roll in the direction of the clean wing and potentially go into a spin.
(3) Loss of Elevator Control
(a) If the elevator becomes ineffective, use the trim tab.
Pitot-Static Failure:
- Pitot tube ram air inlet blocked
- Pitot tube ram air inlet + drain hole blocked
- Pitot Heat
- Static Source Blocked
- Alternate Static Source
- Pitot Tube, drain hole and static source blocked.
Landing with a Flat Nose Tire: Refer to Emergency Procedures Checklist
Landing with a Flat Main Tire: Refer to Emergency Procedures Checklist
Window/Door Opening In-Flight:
- Fly the airplane and when reaching a safe altitude correct the problem if able. Always fly the plane first.
Part 3: Aeromedical Emergencies
Carbon Monoxide:
- What causes it?
- Corrective Actions
Hypoxia:
- What is it?
- Four kinds
- Hypoxic, Hypemic, Histotoxic, Stagnant
- Correcting each kind of hypoxia
Passenger Emergencies:
- Emergency descent (other than a fire)