GROUND
Engine fire
Continue to crank engine to get a start which will suck the flames and accumulated fuel
through the carburetor and into the engine.
If engine starts
Power- 1700 rpm for a few minutes
Engine- Shutdown and inspect for damage.
If engine fails to start
Throttle- Full open
Mixture- Idle cut-off
Cranking continue
Fire extinguisher- obtain
Engine- Secure
a. Master switch-Off
b. Ignition switch- Off
c. Fuel selector- Off
Fire- Extinguish using extinguisher
Fire damage- Inspect
Emergency ground egress
Door-Open
Exit aircraft- Avoid propeller
Brake malfunction Taxi/takeoff
Throttle- Closed
Steer off runway
Engine Failure during takeoff run
Throttle- Idle
Brakes- Apply
Wing Flaps- Retract
Mixture- Idle cut-off
Ignition key switch- Off
Master switch- Off
Refueling: Emergency fuel shutoff
Fuel tank handle- Shut off
Use of ground fire extinguisher
Pin- Pull
Nozzle- Aim at base of fire
Lever- Squeeze
Nozzle- Sweep for side to side
Continue to sweep side by side and move in on the fire as it diminishes. After
extinguished call fire department.
INFLIGHT
Engine failure after Takeoff
Airspeed: 65 KIAS (flaps up) 60 KIAS (flaps down)
Mixture: Off
Fuel selector valve: Off
Ignition switch: Off
Flaps: As required
Master switch: Off
Engine failure during flight
Engine restart
Airspeed: 65 KIAS
Carb heat: On
Fuel selector: Both
Mixture: Full rich
Ignition Switch Both (Start if prop has stopped
Primer: Check in and locked
Throttle: Try different settings
Emergency Landing without engine power
Airspeed- 65 KIAS (flaps up)
60 KIAS (flaps down)
Mixture- Idle cut-off
Fuel selector- Off
Ignition key switch –Off
Wing flaps- As required
Master switch- Off
Doors- Unlatch prior to touchdown
Touchdown- Slightly tail low
Brakes- Apply heavily
Engine restart
Airspeed: 65 KIAS
Carb heat: On
Fuel selector: Both
Mixture: Full rich
Ignition Switch Both (Start if prop has stopped
Primer: Check in and locked
Throttle: Try different settings
Oil pressure malfunction
Low Pressure with normal temperature
Throttle- Minimum
Altitude- Conserve
Flight- Terminate flight
Low Pressure with high temperature
Throttle- Minimum
Forced landing without Power
Oil temperature malfunction
Throttle- Minimum
Forced landing without Power
Engine roughness
Carb icing:
Throttle- Full power
Carb heat- On (until engine roughness disappears)
Carb heat- Off
Throttle- Adjust
If conditions require continued use of carb heat, use minimum amount necessary and
lean mixture for smoother engine operations
Spark plug fouling:
Ignition switch- From BOTH to L or R.
Mixture- Lean (several minutes)
Mixture- Rich ( If leaning didn’t work)
If condition persists proceed to nearest airport with key on both positions unless
extreme roughness dictates use of single ignition system.
Magneto malfunction: Roughness or misfiring is usually the result of a bad magneto.
Ignition switch- From BOTH to L or R (to identify bad magneto)
Ignition switch- BOTH
Mixture- Enrich
Try different power setting and enrich the mixture to determine if continued operations
on BOTH is possible. If not
Ignition switch- Good magneto
Land at nearest airport.
Fuel system malfunction
Fuel Lever- BOTH, L or R
Perform Engine restart.
If engine restart procedures fail
Perform Emergency Landing without engine power
Engine fire
Mixture-Idle cutoff
Fuel Selector Valve-Off
Master Switch-Off
Cabin heat and Air- Off
Airspeed-100 KIAS ( If not extinguished increase glide speed to find an airspeed which
will provide incombustible mixture)
Forced landing- Execute without power
Electrical system malfunction
Ammeter shows excessive rate of charge
Alternator-Off
Alternator Circuit Breaker-Pull
Nonessentail Electrical equipment- Off
Flight- Terminate as soon as practical
Ammeter should read 2 needle width less that the charging current. If charging rate
continues to be too high damage to the battery and aircraft electrical systems
Low-voltage light illuminates during flight
Avionics Power Switch- Off
Alternator Circuit Breaker- Check In
Master Switch- Off
Master Switch-On
Low-voltage Light- Check In
Avionics Power Switch- On
Low-voltage Light-Check Off
Avionics Power Switch-On
If low-voltage light illuminates again
Alternator-Off
Nonesstanial radio and Electrical equipment-Off
Flight- terminate as soon as practicable
Low voltage
If the over-voltage sensor should shut down the alternator, or of the alternator output is
low, a discharge rate will be displayed on the ammeter. Since this may be just a
“nuisance” trip-out, and attempt should be made to reset the system.
Electrical fire
The initial indication of an electrical fire is usually the distinct odor of burning insulation.
Once an electrical fire is detected, the pilot should attempt to identify the faulty circuit by
checking circuit breakers, instruments, avionics, and lights. If the faulty circuit cannot be
readily detected and isolated, and flight conditions permit:
Master Switch- Off
Vents/Cabin Air/Heat- Closed
Fire Extinguisher- Activate
Avionics Power Switch- Off
All other Switches (except ignition switch)-Off
If fire appears to be out and electrical power is necessary for continuance of
flight. However, any materials which have been ignited may continue to burn.
Master Switch- On
Circuit Breaker- Check for faulty circuit, do not reset
Radio Switches-Off
Avionics Power Switch-On
Radio/ Electrical Switches- On, one at a time
Vents/cabin Air/Heat- Open when it is ascertained that the fire is extinguished.
This procedure, however, has the effect of recreating the original problem. The most
prudent course of action is to land as soon as possible.
Smoke and Fume Elimination
Cabin fires generally result from one of three sources:
(1) careless smoking on the part of the pilot and/or passengers; (2) electrical system
malfunctions; (3) heating system malfunctions. A fire or smoke in the cabin should be
controlled by identifying and shutting down the faulty system.
Master Switch- Off
Vents/ cabin Air/Heat- Closed (to avoid drafts)
Fire extinguisher- Activate
Land as soon as possible.
In many cases, smoke may be removed from the cabin by opening the cabin air vents.
This should be done only after the fire extinguisher (if available) is used. Then the cabin
air control can be opened to purge the cabin of both smoke and fumes.
Propeller malfunction
Same as Emergency Landing without engine power
Throttle linkage failure
Same as Emergency Landing without engine power when aircraft is lined up with the
runway and landing is assured.
Structural failure/ Controllability check
Land as soon as possible
Make minimum control inputs
Shallow decent
Trim system failure
Trim failure down
Use flaps to lower nose
Trim failure up
No flap landing
Pitot static system failure
Alternate Static Source- On
Refer to operator’s manual for airspeed conversion with alternate static source on.
Altimeter will indicate higher than normal
Airspeed indicator will indicate higher airspeed
Aircraft with alternate static sources adjust airspeed slightly during climb or approaches
according to the alternate static pressure airspeed calibration table in section 5,
appropriate to vent/ window configuration
Flap malfunction
Total Flap failure
A no-flap landing requires substantially more runway than normal.
Asymmetric (Split) Flap failure
Flaps- Retract
If unable
Aileron- Control Roll ( Compensate for increased lift)
Rudder- Control Yaw ( compensate for drag)
Airspeed- Higher than normal ( Asymmetrical stall speed)
Landing gear malfunction
Main gear malfunction
Approach speed- Normal
Land with good main gear first. Hold bad gear off ground as long as possible.
Nose gear malfunction
Approach speed- Normal
Hold nose gear of ground as long as possible.
Induction and structural icing
Flight in icing conditions are prohibited.
Turn Pitot Heat Switch- On
Turn back or change altitudes
Heater- On
Throttle- Open ( to minimize ice build up on propeller)
Heater- On
Window- Open to clean ice
Forward slip to landing to improve visibility
Approach at 60 to 75 knots.
Perform landing without flaps.
Inadvertent spin
Throttle- Retard
Aileron- Neutral Position
Rudder- Apply and hold opposite the rotation
Yoke- Forward to break the stall
Hold controls until the rotation stops
As rotation stops neutralize rudder and make smooth recovery
Birdstrike
If strike results in damage to the window a significant loss in performance may be
expected. The loss may be minimized in some case by opening the side window while
the airplane is maneuvering for landing
If airplane performance precludes landing to an airport, prepare for off airport landing.
LANDING
Landing with a flat tire
Approach- Normal
Touchdown- Good tire first (hold flat tire off the ground as long as possible)
Landing without elevator control
In many airplanes, the elevator is controlled by two cables: a “down” cable and an “up”
cable. Normally, a break or disconnect in only one of these cables will not result in a
total loss of elevator control. In most airplanes, a failed cable results in a partial loss of
pitch control. In the failure of the “up” elevator cable(the “down” elevator being intact
and functional) the control yoke will move aft easily but produce no response. Forward
yoke movement, however, beyond the neutral position produces a nosedown attitude.
Conversely, a failure of the “down” elevator cable, forward movement of the control
yoke produces no effect. The pilot will, however, have partial control of pitch attitude
with aft movement.
When experiencing a loss of up-elevator control, the pilot can retain pitch control by:
Trim- Set for 65KIAS with flaps 20 degrees
Do not change trim setting
Throttle- Adjust to control glide angle/Flareout
Throttle-Reduce
Trim- Adjust to nose up position
Landing without aileron control
Turn using rudder
Use power and elevators to maintain airspeed
No crosswind landings
Brake failure during landing
Power-idle
Flaps- retract
Brakes- Use good one if available
Go around if time permits and if you may over run the runway
Seek soft ground
Ground loop as a last resort
Departing a prepared surface
Mixture- Idle cut-off
Fuel selector- Off
Ignition key switch –Off
Wing flaps- As required
Master switch- Off
Doors- Unlatch
Elevator- Full aft to prevent the nose wheel from separating
Brakes- Apply heavily
Off-airport landing
Perform Emergency Landing with/ or without engine power
Land as if were on a paved runway. Over 96% of off runway landings are survivable put
only if you right side up. Let the airframe absorb the force. Don’t try to stretch your glide.
You’ll like stall the airplane and dive into the ground.
Ditching
Radio- Transmit mayday
Secure- loss items
Approach- High winds, heavy seas- Into the wind
Light winds, heavy seas- parallel to swell
Wing Flaps- 20-30 degrees
Power- Establish 300 ft min decent at 50 KIAS
If no power- approach at 65 KIAS with flaps up or 60 KIAS flaps down
Cabin doors- unlatch
Touchdown- Level attitude at established rate of climb
Face- Cushion with jacket
Airplane- Evac through cabin doors
Life raft and vest inflate.
AEROMEDICAL
Hypoxic Hypoxia
Hypoxia means “reduced oxygen” or “not enough oxygen.” Although any tissue will die if
deprived of oxygen long enough, usually the most concern is with getting enough oxygen to the
brain, since it is particularly vulnerable to oxygen deprivation. Any reduction in mental function
while flying can result in life-threatening errors. Hypoxia can be caused by several factors,
including an insufficient supply of oxygen, inadequate transportation of oxygen, or the inability of
the body tissues to use oxygen. The forms of hypoxia are based on their causes: hypoxic
hypoxia, hypemic hypoxia, stagnant hypoxia, and histotoxic hypoxia.
Hypoxic Hypoxia
Hypoxic hypoxia is a result of insufficient oxygen available to the body as a whole.
Hypemic Hypoxia
Hypemic hypoxia occurs when the blood is not able to take up and transport a sufficient amount
of oxygen to the cells in the body. Hypemic means “not enough blood.” This type of hypoxia is a
result of oxygen deficiency in the blood, rather than a lack of inhaled oxygen, and can be
caused by a variety of factors. The most common form of hypemic hypoxia is CO poisoning.
.
Stagnant Hypoxia
Stagnant means “not flowing,” and stagnant hypoxia, or ischemia, results when the oxygen-rich
blood in the lungs is not moving, for one reason or another, to the tissues that need it. An arm or
leg “going to sleep” because the blood flow has accidentally been shut off is one form of
stagnant hypoxia. This kind of hypoxia can also result from shock, the heart failing to pump
blood effectively, or a constricted artery. During flight, stagnant hypoxia can occur with
excessive acceleration of gravity (Gs). Cold temperatures also can reduce circulation and
decrease the blood supplied to extremities.
Histotoxic Hypoxia
The inability of the cells to effectively use oxygen. This impairment of cellular respiration can be
caused by alcohol and other drugs, such as narcotics and poisons. Research has shown that
drinking one ounce of alcohol can equate to about an additional 2,000 feet of physiological
altitude.
Symptoms of Hypoxia:
• Cyanosis (blue fingernails and lips)
• Headache
• Decreased reaction time
• Impaired judgment
• Euphoria
• Visual impairment Lightheaded or dizzy sensation
• Tingling in fingers and toes
• Numbness
• Drowsiness
Hyperventilation
Hyperventilation is the excessive rate and depth of respiration leading to abnormal loss of
carbon dioxide from the blood. Hyperventilation can lead to unconsciousness due to the
respiratory system’s overriding mechanism to regain control of breathing.
Pilots encountering an unexpected stressful situation may subconsciously increase their
breathing rate. If flying at higher altitudes, either with or without oxygen, a pilot may have a
tendency to breathe more rapidly than normal, which often leads to hyperventilation.
Common symptoms of hyperventilation include:
• Visual impairment
• Unconsciousness
• Lightheaded or dizzy sensation
• Tingling sensations
• Hot and cold sensations
• Muscle spasms
The treatment for hyperventilation involves restoring the proper carbon dioxide level in the body.
Breathing normally is both the best prevention and the best cure for hyperventilation. In addition
to slowing the breathing rate, breathing into a paper bag or talking aloud helps to overcome
hyperventilation. Recovery is usually rapid once the breathing rate is returned to normal.
Middle ear discomfort
During climbs and descents, the free gas formerly present in various body cavities expands due
to a difference between the pressure of the air outside the body and that of the air inside the
body. Normally, pressure differences between the middle ear and the outside world are
equalized by a tube leading from inside each ear to the back of the throat on each side, called
the Eustachian tube. These tubes are usually closed, but open during chewing, yawning, or
swallowing to equalize pressure.
During a climb, middle ear air pressure may exceed the pressure of the air in the external ear
canal, causing the eardrum to bulge outward. Pilots become aware of this pressure change
when they experience alternate sensations of “fullness” and “clearing.” During descent, the
reverse happens. While the pressure of the air in the external ear canal increases, the middle
ear cavity, which equalized with the lower pressure at altitude, is at lower pressure than the
external ear canal. This results in the higher outside pressure, causing the eardrum to bulge
inward.
This condition can be more difficult to relieve due to the fact that the partial vacuum tends to
constrict the walls of the Eustachian tube. To remedy this often painful condition, which also
causes a temporary reduction in hearing sensitivity, pinch the nostrils shut, close the mouth and
lips, and blow slowly and gently in the mouth and nose.
An upper respiratory infection, such as a cold or sinusitis, or a nasal allergic condition can
produce enough congestion around an opening to slow equalization.
Motion sickness
Motion sickness, or airsickness, is caused by the brain receiving conflicting messages about the
state of the body. A pilot may experience motion sickness during initial flights, but it generally
goes away within the first few lessons. Anxiety and stress, which may be experienced at the
beginning of flight training, can contribute to motion sickness.
Symptoms of motion sickness include
general discomfort
nausea
dizziness
paleness
sweating
vomiting
Carbon monoxide poisoning
CO is a colorless and odorless gas produced by all internal combustion engines. Attaching itself
to the hemoglobin in the blood about 200 times more easily than oxygen, CO prevents the
hemoglobin from carrying oxygen to the cells, resulting in hypemic hypoxia. The body requires
up to 48 hours to dispose of CO. If severe enough, the CO poisoning can result in death.
Aircraft heater vents and defrost vents may provide CO a passageway into the cabin,
particularly if the engine exhaust system has a leak or is damaged. If a strong odor of exhaust
gases is detected, assume that CO is present. However, CO may be present in dangerous
amounts even if no exhaust odor is detected. Some effects of CO poisoning are headache,
blurred vision, dizziness, drowsiness, and/or loss of muscle power. Any time a pilot smells
exhaust odor, or any time that these symptoms are experienced, immediate corrective actions
should be taken. These include turning off the heater, opening fresh air vents and windows, and
using supplemental oxygen, if available.
Tobacco smoke also causes CO poisoning. Smoking at sea level can raise the CO
concentration in the blood and result in physiological effects similar to flying at 8,000 feet.
Stress and fatigue
Stress is the body’s response to physical and psychological demands placed upon it. The
body’s reaction to stress includes releasing chemical hormones (such as adrenaline) into the
blood, and increasing metabolism to provide more energy to the muscles. Blood sugar, heart
rate, respiration, blood pressure, and perspiration all increase. The term “stressor” is used to
describe an element that causes an individual to experience stress. Examples of stressors
include physical stress (noise or vibration), physiological stress (fatigue), and psychological
stress (difficult work or personal situations).
Stress falls into two broad categories, acute (short term) and chronic (long term). Acute stress
involves an immediate threat that is perceived as danger. This is the type of stress that triggers
a “fight or flight” response in an individual, whether the threat is real or imagined. Normally, a
healthy person can cope with acute stress and prevent stress overload. However, ongoing
acute stress can develop into chronic stress.
Chronic stress can be defined as a level of stress that presents an intolerable burden, exceeds
the ability of an individual to cope, and causes individual performance to fall sharply. Pilots
experiencing this level of stress are not safe and should not exercise their airman privileges.
Fatigue is frequently associated with pilot error. Some of the effects of fatigue include
degradation of attention and concentration, impaired coordination, and decreased ability to
communicate. These factors seriously influence the ability to make effective decisions. Physical
fatigue results from sleep loss, exercise, or physical work. Factors such as stress and prolonged
performance of cognitive work result in mental fatigue.
Like stress, fatigue falls into two broad categories: acute and chronic. Acute fatigue is short term
and is a normal occurrence in everyday living. It is the kind of tiredness people feel after a
period of strenuous effort, excitement, or lack of sleep. Rest after exertion and 8 hours of sound
sleep ordinarily cures this condition.
A special type of acute fatigue is skill fatigue. This type of fatigue has two main effects on
performance:
• Timing disruption—Appearing to perform a task as usual, but the timing of each component
is slightly off. This makes the pattern of the operation less smooth, because the pilot
performs each component as though it were separate, instead of part of an integrated
activity.
• Disruption of the perceptual field—Concentrating attention upon movements or objects in the
center of vision and neglecting those in the periphery. This is accompanied by loss of accuracy
and smoothness in control movements.
Acute fatigue has many causes, but the following are among the most important for the pilot:
• Mild hypoxia (oxygen deficiency)
• Physical stress
• Psychological stress and
• Depletion of physical energy resulting from psychological stress
• Sustained psychological stress
Sustained psychological stress accelerates the glandular secretions that prepare the body for
quick reactions during an emergency. These secretions make the circulatory and respiratory
systems work harder, and the liver releases energy to provide the extra fuel needed for brain
and muscle work. When this reserve energy supply is depleted, the body lapses into
generalized and severe fatigue.
Acute fatigue can be prevented by proper diet and adequate rest and sleep. A well-balanced
diet prevents the body from needing to consume its own tissues as an energy source. Adequate
rest maintains the body’s store of vital energy.
Chronic fatigue, extending over a long period of time, usually has psychological roots, although
an underlying disease is sometimes responsible. Continuous high stress levels produce chronic
fatigue. Chronic fatigue is not relieved by proper diet and adequate rest and sleep, and usually
requires treatment by a physician. An individual may experience this condition in the form of
weakness, tiredness, palpitations of the heart, breathlessness, headaches, or irritability.
Sometimes chronic fatigue even creates stomach or intestinal problems and generalized aches
and pains throughout the body. When the condition becomes serious enough, it leads to
emotional illness.
If suffering from acute fatigue, stay on the ground. Getting adequate rest is the only way to
prevent fatigue from occurring. Avoid flying without a full night’s rest, after working excessive
hours, or after an especially exhausting or stressful day. Pilots who suspect they are suffering
from chronic fatigue should consult a physician.
Heat stress
Types Of Heat Stress
There are to popular types of heat stress the first is heat stroke. This is caused by your body
temperature rising above 103 degrees. Heat stroke is a serious problem and often leads to
death if it is not taken care of immediately. There are several symptoms of heat stroke.
Symptoms Of Heat Stroke
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Difficulty Breathing
Headache
Dizziness
Flushed skin
Vomiting
No Sweat on Skin
Seizure
Lose of consciousness
If you notice someone suffering from any of these symptoms call for medical attention.
Symptoms Of Heat Exhaustion
The cause of heat exhaustion is very similar to heat stroke. The main difference is that the body
is having trouble dehydrating to due lack of liquids and electrolytes.
Symptoms Of Heat Exhaustion
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Fatigue
Cool,Clammy skin
Excessive Sweating
Anxiousness
Thirst
Cloudy Thinking
Trouble Standing
If you or someone you are working with starts to show these symptoms seek medical help
immediately. There are a few things you can do while waiting for help to keep the person from
getting worse.
 Pour cold water on them.
 Sit in a shaded area.
 Remove any heavy clothing
Heat Stress Prevention Safety Tips
 Wear light loose fitting clothes that allow air to flow through them.
 Clothes should be light colors that reflect the sum rather than dark which attracts the
sun.
 Stay hydrated. Drink plenty of fluids throughout the day.
 Avoid drinks with caffeine in them. They will cause you to dehydrate faster.
 If at all possible work in a shaded area.
 If you are on any medication check with your doctor to make sure long exposure to the
sun is safe.
 Take Frequent breaks to cool off.
Exposure to cold temperatures
Cold weather-related injuries can be divided into two general categories. There are
those injuries that occur without the freezing of body tissue, such as chilblains, trench
foot, and frostnip, and those injuries that occur with the freezing of body tissue, such as
frostbite. Hypothermia is a medical condition characterized by a core body temperature
that is abnormally low.
Chilblains
Chilblains (also known as pernio) are a common type of cold weather-related injury that
can develop in predisposed individuals after exposure to nonfreezing temperatures and
humid conditions. Chilblains typically develop because of an abnormal vascular
response several hours after the area exposed to cold is re-warmed. Chilblains are
itchy, painful, reddish, or purplish areas of swelling that usually affect the fingers, toes,
nose, or ears. In some individuals, blisters or small open sores may also form,
increasing the risk for developing an infection. Chilblains usually last for several days,
and the affected area usually heals after several weeks. Though the affected area may
remain sensitive to the cold in the future, there is usually no permanent damage. It is
not uncommon for chilblains to recur in susceptible individuals
Chilblains
 Gradually re-warm the affected area, and treatment can generally be
accomplished at home. Some individuals may benefit from various lotions,
while others may require treatment with corticosteroid creams. If open sores
develop, they should remain clean and be monitored for signs of infection.
Trench foot
Trench foot develops after feet have a prolonged exposure to a wet, cold, environment
and is typically a more serious condition than chilblains. Tight-fitting, constricting boots
and footwear serve to exacerbate the condition. Trench foot does not require freezing
temperatures, and can occur with temperatures of up to 60 F (15.5 C).
The symptoms of trench foot may include pain, itching, numbness, and swelling. The
affected foot may appear red, or blotchy (red and pale areas mixed together) or even
bluish-black with advanced injury.
As with chilblains, blisters and open sores can develop.
Trench foot
 Individuals with trench foot should have their wet shoes and socks removed,
and the feet should be elevated, cleaned and air dried..
Frostnip
Frostnip is a mild cold weather-related injury that typically affects the face, ears, toes,
and fingers. After exposure to cold weather, the affected area may appear pale, and
may be accompanied by burning, itching or pain. Tingling or numbness are frequently
present. Simple re-warming restores normal color and sensation, and there is no
subsequent permanent tissue damage
Frostnip
 Frostnip will generally improve with conservative re-warming measures at
home. Frostnip to the hands, for example, can be treated by breathing into
cupped hands or placing the hands in the armpit area. Alternatively, the
affected area can be submerged in warm water until sensation is restored.
Frostbite
 Frostbite requires immediate medical attention. Ideally, treatment should be
instituted in a health-care facility, when possible.
 Prior to transport to a health-care facility, if possible, loosely wrap the affected
area in a dry sterile bandage or a clean blanket to prevent further trauma.
Cotton may be placed between the toes or fingers, if affected, to prevent any
potential damaging effects of rubbing against one another.
 The most effective treatment measure for frostbite is rapid re-warming. This is
accomplished by immersing the affected area into a circulating tub of warmed
water that is between 40 to 42 C (104 to 108 F) for 20 to 40 minutes or until
thawing is complete. Warm wet packs at the same temperature may be used if
a tub is not available.
 It is important NOT to rapidly re-warm and thaw the affected area if there is a
risk that it may refreeze. This leads to more severe tissue damage and must be
avoided.
 During the re-warming process, the pain may be extreme and oral or
intravenous analgesics may be required.
 After rapid re-warming is complete, the affected area should be dressed and
splinted.
Frostbite
Frostbite occurs when there is freezing of body tissue, and it is the most serious of the
cold weather-related injuries. Frostbite usually affects the hands, feet, nose, ears, and
cheeks, though other areas of the body may also be affected. This type of injury results
from decreased blood flow and heat delivery to body tissues resulting in damaging ice
crystal formation, which ultimately leads to cell death.
What are the signs and symptoms of frostbite?
The signs and symptoms of frostbite depend on the extent and depth of tissue injury.
Individuals with superficial frostbite may experience the following signs and symptoms
to the affected area:
 Pain,
 Burning,
 Tingling,
 Numbness,
 Pale colored skin,
 Clear-colored skin blisters may develop, and
 firm-feeling skin with soft underlying tissue which can move over bony ridges.
 Complete loss of sensation,
 Pale, yellowish, bluish, gray, or mottled skin color,
 Formation of blood-filled skin blisters, and
 Firm-feeling skin and underlying tissue, with the affected area feeling hard and
solid.
The initial treatment for any cold weather-related injury involves removing yourself or
others from the precipitating cold environment, if possible, to prevent further heat loss.
Move indoors, and remove all wet clothing and constricting clothing, and replace with
dry clothing. Avoid massaging or rubbing the affected area. It is important to note that
some of these individuals may also be suffering from hypothermia, a potentially lifethreatening condition.
OTHERS
Use of survival equipment
Life preserver: Same as airline safety brief. Evacuate aircraft before inflating.
Communication failure
Audio Controls: CHECK
Circuit Breakers: CHECK
All Connections: CHECK
Another Frequency: ATTEMPT
Speaker: ON
Handheld Microphone: ATTEMPT
Transponder: 7600
Transmission: CONTINUE
During Taxi
If not in visual contact with the tower, broadcast in the blind and return to the FTC parking
ramp using extreme caution. If In visual contact with the tower, broadcast in the blind and
look for light gun signals IAW the FAR/AIM and as listed in the table on the next page. If no
signals are seen, point the aircraft toward the tower and flash the aircraft landing light in an
attempt to attract attention and squawk 7600. If there are still no light signals seen then
remain clear of the runway and positioned so the light is visible to the tower and wait for
light gun signals.
ailerons. At night you may flash your landing or navigation lights.
In Traffic Pattern
o fly offset to the left of the runway
-enter a normal traffic pattern
16
Away from Osan AB
airfield
enter the
downwind as appropriate
of this checklist
o broadcast intentions over the inoperative radio in the blind, the transmit
function may still be intact