Emergency Procedures (Part One)


An emergency can be either a distress or urgency condition as defined in the pilot/controller glossary. Distress is defined as a condition of being threatened by serious and/or imminent danger and requiring immediate assistance. Urgency is defined as a condition of being concerned about safety and requiring timely but not immediate assistance; a potential distress condition.


Pilots do not hesitate to declare an emergency when faced with distress conditions, such as fire, mechanical failure, or structural damage. However, some are reluctant to report an urgency condition when encountering situations that may not be immediately perilous but are potentially catastrophic. An aircraft is in an urgency condition the moment that the pilot becomes doubtful about position, fuel endurance, weather, or any other condition that could adversely affect flight safety. The time for a pilot to request assistance is when an urgent situation may, or has just occurred, not after it has developed into a distress situation.

The pilot in command (PIC) is responsible for crew, passengers, and operation of the aircraft at all times. Title 14 of the Code of Federal Regulations (14 CFR) part 91, § 91.3 allows deviations from regulations during emergencies that allow the PIC to make the best decision to ensure safety of all personnel during these contingencies. Also, by declaring an emergency during flight, that aircraft becomes a priority to land safely. Pilots who become apprehensive for their safety for any reason should request assistance immediately. Assistance is available in the form of radio, radar, direction finding (DF) stations, and other aircraft.

Inadvertent Thunderstorm Encounter

A pilot should always avoid intentionally flying through a thunderstorm of any intensity; however, certain conditions may be present that could lead to an inadvertent thunderstorm encounter. For example, flying in areas where thunderstorms are embedded in large cloud masses may make thunderstorm avoidance difficult, even when the aircraft is equipped with thunderstorm detection equipment. Pilots must be prepared to deal with inadvertent thunderstorm penetration. At the very least, a thunderstorm encounter subjects the aircraft to turbulence that could be severe. The pilot, as well as the crew and any passengers, should tighten seat belts and shoulder harnesses and secure any loose items in the cabin or flight deck.

As with any emergency, the first order of business is to fly the aircraft. The pilot workload is high; therefore, increased concentration is necessary to maintain an instrument scan. Once in a thunderstorm, it is better to maintain a course straight through the thunderstorm rather than turning around. A straight course most likely gets the pilot out of the hazard in the least amount of time, and turning maneuvers only increase structural stress on the aircraft.

Reduce power to a setting that maintains a recommended turbulence penetration speed as described in the appropriate aircraft operator’s manual, and try to minimize additional power adjustments. Concentrate on keeping the aircraft in a level attitude while allowing airspeed and altitude to fluctuate. Similarly, if using autopilot, disengage altitude and speed hold modes because they only increase the aircraft’s maneuvering, which increases structural stress.

During a thunderstorm encounter, the potential for icing also exists. As soon as possible, if the aircraft is so equipped, turn on anti-icing/deicing equipment. Icing can be rapid at any altitude, and may lead to power failure and/or loss of airspeed indication. Lightning is also present in a thunderstorm and can temporarily blind the pilot. To reduce risk, turn up flight deck lights to the highest intensity, concentrate on flight instruments, and resist the urge to look outside.


Inadvertent Icing Encounter

Because icing is unpredictable, pilots may find themselves in icing conditions although they have done everything to avoid the condition. To stay alert to this possibility while operating in visible moisture, pilots should monitor the outside air temperature (OAT).

Anti-icing/de-icing equipment is critical to safety of the flight. If anti-icing/de-icing equipment is not used before sufficient ice has accumulated, it may not be able to remove all ice accumulation. Use of anti-icing/de-icing reduces power availability; therefore, pilots should be familiar with the aircraft operator’s manual for use of anti-icing/de-icing equipment.

Before entering visible moisture with temperatures at five degrees above freezing or cooler, activate appropriate anti-icing/de-icing equipment in anticipation of ice accumulation; early ice detection is critical. Detecting ice may be particularly difficult during night flight. The pilot may need to use a flashlight to check for ice accumulation on the wings, fuselage, landing gear, and horizontal stabilizer. At the first indication of ice accumulation, the pilot must act to circumvent icing conditions. Options for action once ice has begun to accumulate on the aircraft are the following:

  • Move to an altitude with significantly colder temperatures.
  • Move to an altitude with temperatures above freezing.
  • Fly to an area clear of visible moisture.
  • Change the heading, and fly to an area of known non-icing conditions.

If these options are not available, consider an immediate landing at the nearest suitable airport. Anti-icing/de-icing equipment does not allow aircraft to operate in icing conditions indefinitely; it only provides more time to evade icing conditions. If icing is encountered, an aircraft controllability check should be considered in the landing configuration. Give careful consideration to configuration changes that might produce unanticipated aircraft flight dynamics.

Precipitation Static

Precipitation static occurs when accumulated static electricity discharges from extremities of the aircraft. This discharge has the potential to create problems with the aircraft’s instruments. These problems range from serious, such as complete loss of VHF communications and erroneous magnetic compass readings, to the annoyance of high-pitched audio squealing.

Precipitation static is caused when an aircraft encounters airborne particles during flight (rain or snow) and develops a negative charge. It can also result from atmospheric electric fields in thunderstorm clouds. When a significant negative voltage level is reached, the aircraft discharges it, creating electrical disturbances. To reduce problems associated with precipitation static, the pilot ensures that the aircraft’s static wicks are maintained and accounted for. All broken or missing static wicks should be replaced before an instrument flight.