FP-5
T-44 Emergency
Procedures
Ver 1- 4/14/00
Emergency Procedures
Introduction
Ground Emergencies
Ground Emergencies
Abnormal Start
Emergency Engine Shutdown on Deck
Loss of Brakes
Hot Brakes
Brake Fire
Jammed Controls on Deck
Abnormal Start
- 40 sec on, 60 sec off, 40 sec on, 60 sec off, 40
sec on, 30 min off
- Keep hand on cond. lever during the start
- Examples:
-- hot start, no fuel flow, no ignition…
Emergency Engine Shutdown on Deck
-Stop aircraft, if moving
-Request assistance
-Memory items
-Egress considerations
-Fire trucks, which exit, where to meet
Taxi Mishap
RA-86564. This aircraft was involved in a
ground collision with an Asiana B-747-400
DEC98. Note that the aircraft is still in
Anchorage, and so is the Asiana winglet...
RA-86564
Loss of Brakes/ Hot Brakes
- Have other pilot check his/her pedals
- Directional control is key
- Utilize prop reverse or beta to stop
- Do not taxi
- Check shuttle valve
- Call for assistance
- Use reverse and minimum breaking to stop
- Request assistance
- Cool w/ prop wash
- Inspection req’d
- Don’t set parking brakes
Brake Fire
-Memory items
-Stay clear, preferably aft to avoid possible
explosion
- Do NOT attempt to fight fire !!!
Jammed Controls on Deck
- Check yaw damp/auto pilot off
- Hold and call for inspection
- Stop the plane
Takeoff Emergencies
Takeoff Emergencies
Aborting Takeoff
Engine Failure During Takeoff
Engine Failure After Takeoff
Tire Failure
Abnormal Takeoffs
Aborting Takeoff
- Memory items
- Don’t forget to announce!
- Directional control key
- Single engine reversal, if necessary
- Fuel chop if departing paved surface to
avoid further engine/prop damage
Engine Failure During Takeoff
- Abort the takeoff !!!
Engine Failure After Takeoff
-
Land, if possible
Memory items
Retarding power levers deactivates autofeather circuitry
Positive rate of climb impossible w/ windmilling prop
Tire Failure
- Abort
- Directional control key
Abnormal Takeoffs
Consult NATOPS when applicable for:
-Obstruction clearance
-Soft field (not normally authorized)
-Short field (not normally authorized)
In-Flight Emergencies
In-Flight Emergencies
Engine Failure
Emergency Shutdown Checklist
Jammed Power Lever
Airstarts
Single-Engine Crossfeed
Engine Failure
- Assymetric thrust/P-factor
- Sufficient rudder trim to maintain level flight above 100
knots, below requires manual augment
- Full flaps not recommended
- IAW FTI:
-- “Power up, Rudder up, Clean up”
-- Memory Items
-- Pass comms, declare emergency, address rest of
engine shutdown checklist.
- Do not attempt restart if attributable to MOVE0FF
Emergency Shutdown Checklist
- Retarding power levers deactivates
autofeathering circuitry
- Smoke/Fumes may enter cockpit unless
bleed air is secured
- Don’t interrupt to do Landing Checklist
- Be sure to fly the plane in between steps
- Don’t fixate on the shutdown procedure
Engine shut down continued…
- Continue checklist for engine shut down,
time permitting
- If time critical, consider steps 7&8 items
reduce electrical load on remaining
generator
- Landing gear warning inop w/ pwr lever
forward of 79 +/-2
Jammed Power Lever
- Check for abnormal indications
- Know the procedure !!!
- Land as soon as practicable
Airstarts
- Starter assisted (fully feathered) or windmilling
(inadvertent shut down)
- Determine cause prior to attempting restart
-- MOVEOFF indications?
- Monitor electrical load
- When to preload for a starter assisted airstart
Single-Engine Crossfeed
- When to use?
-- Can’t make immediate landing…
-- Fuel critical situation
In-Flight Emergencies (cont’d)
In-Flight Fire
Smoke/Fire of Unknown Origin
Smoke & Fume Elimination
Oil System Failure
Fuel System Failure
Fuel Leaks
Fuel Siphoning
Electrical System Failure
Propeller Failure
Pilot Emergency Static Air Source
In-Flight Fire
- Assess, diagnose and take prompt action
- Consideration should be given to
discharging the Fire Bottle even if there are
no secondaries !!!
Smoke/Fire of Unknown Origin
- Goal is to eliminate sources of fumes or fire
- Pausing between final steps may help isolate fire or fumes
- Reference Note and Warning in NATOPS
- Consider the weather…VMC or IMC
Smoke & Fume Elimination
- If source of fire/smoke CAN be isolated
Oil System Failure
- Pressure of 40 to 85 psi are undesirable
- Pressure below 40 psi or temp above 99 requires shut
down, unless power required.
- Land as soon as possible
Fuel System Failure
- Engine driven pump failure results in flameout
- Following transfer pump failure, may need to alter
flight plan
- Following boost pump failure, determine need to
conduct suction lift
Fuel Leaks
- Determine if fuel leak requires shut
down (fire source)
- Is it a “Fuel Leak” or is it “Fuel Siphoning”
Fuel Leaks
-FUEL SIPHONING: Extreme nose low attitudes
will aggravate the fuel siphoning condition (airspeed
140 knots)
- FUEL LEAK: Secure engine w/ condition lever
and then the emergency shut down check list
Electrical System Failure
- Although non-memory procedure, should
be familiar enough w/procedures to
accomplish expeditiously
- Seek or maintain VMC conditions
Propeller Failure
- Primary governor failure will result in over-speed or
feathering
- First step...Try and adjust prop !!!
- Don’t shut down engine unless secondaries are
present if propeller feathers properly
- Prop linkage failure will maintain current RPM or
increase to 2200 RPM
- Alternate feathering is accomplished via Alt Fthr
Checklist and autofeathering system
American Airlines Flight 1420
Pilot Emergency Static Air Source
- Reference chapter 25 for gauge error
- A/S and Alt will be approx. +5 KIAS / +50
feet in error on pilots side at approach
speeds/altitudes
In-Flight Emergencies (cont’d)
Electrothermal Propeller Deice
Surface Deice
Loss of Pressurization
Explosive Decompression
Emergency Descent Procedure
Cabin Door Open Light Illuminated
Autopilot Disengagement
In-flight Damage
Electrothermal Propeller Deice
• Verify 14-18 amps (normal)
• 0 or 23 amps is unusable
• Imbalance requires manipulating prop
levers to correct
Surface Deice
• Stall speeds will significantly increase w/
wing deice boots inflated
• If boots fail to deflate, pull the SUR
DE-ICE circuit breaker
Loss of Pressurization
• Reference loss of pressurization check list
Explosive Decompression
• Memory items
• Don’t confuse fog w/ smoke
• Descent may not be req’d
Emergency Descent Procedure
- Distance to cover determines configuration
- If full flaps, need approx 15 deg nose down
- Don’t exceed airframe limits
Cabin Door Open Light Illuminated
•
•
•
•
Don’t attempt to check the door
Ensure that all occupants are seated and belted
Depressurize the cabin
Land
Autopilot Disengagement
• At least one pilot shall monitor autopilot at all
times
• There are numerous ways to disconnect or
disengage the autopilot
• Electric trim will be disengaged if autopilot is
disengaged
In-flight Damage
• Conduct a slow flight/controllability check
Landing Emergencies
Landing Emergencies
Single Engine Landing
Single-Engine Waveoff/Missed Approach
Flap System Failure
Landing Gear Emergencies
Abnormal Landings
Forced Landing - No Power
Ditching
Wind Shear
Single Engine Landing
-
Full flaps should be utilized only if req’d
Avoid excessive/abrupt power changes
Utilize single engine reverse as req’d
Power/Rudder coordination techniques
Airspeed: 110 KIAS is a MINIMUM until
over the threshold per the FTI
(may use 115-120 KIAS)
Single-Engine Waveoff/Missed Approach
• Aircraft control takes precedence over runway
offset (aviate, navigate, communicate)
• Have the co-pilot make the waveoff call to twr
• 110 knots is optimum (102 knots minimum)
•Technique: 102 KIAS until ~200 AGL, then
accelerate to 110 KIAS
• Retract the landing gear when rate of descent
has stopped and no possibility of landing exists
Flap System Failure
- No provisions exist for emergency flap operation
- Wing flap motor circuit breaker may be pulled to
prevent inadvertent flap movement
- Visually check flap position before and after
resetting handle
- Effect of popped flap indicator CB ???
Korean Air 801
The aircraft was conducting a night-time
approach to Guam Runway 06L. Because of the
unavailability of the ILS glideslope system (due to
upgrading of the system), a VOR/DME approach was
flown. Flight 801 had descended 800ft below the
prescribed altitude, struck the 709ft Nimitz Hill at a
height of 650ft and crashed in a jungle valley, breaking
up and bursting into flames. The aircraft ended up at a
height of 560ft, 250m from the UNZ VORTAC (located
on the top of Nimitz Hill).
Korean Air 801
Landing Gear Emergencies
- Don’t cycle the gear handle until after referencing
NATOPS due to complexity of malfunction
- Deferred emergency
- If in the pattern, go to the DELTA PATTERN
Abnormal Landings
- If flat main tire, land on the opposite
side of the runway
- Consult NATOPS when applicable for:
-- Soft field
-- Short field
Wind Shear
• Required memory item !!!
• Can be found in NATOPS Chapter 16
Forced Landing - No Power
- If unsure of landing surface, land gear up
- Learn the recommended altitudes/configs
- Why turn off BATT just prior to touchdown?
-- Minimizes spark/fire potential
- Reference figure 16-5 in NATOPS
Ditching
- Dual engine failure scenarios must be
chairflown extensively
- Common mistake is forgetting to
feather the props
- Priorities in of precedence:
-- wings level
-- rate of descent
-- heading and airspeed
Emergency Procedures Review