Emergency Procedures (Part Two)

Aircraft System Malfunction

Preventing aircraft system malfunctions that might lead to an in-flight emergency begins with a thorough preflight inspection. In addition to items normally checked before visual flight rules (VFR) flight, pilots intending to fly instrument flight rules (IFR) should pay particular attention to antennas, static wicks, anti-icing/de-icing equipment, pitot tube, and static ports. During taxi, verify operation and accuracy of all flight instruments. The pilots must ensure that all systems are operational before departing into IFR conditions.

 

Generator Failure

Depending on aircraft being flown, a generator failure is indicated in different ways. Some aircraft use an ammeter that indicates the state of charge or discharge of the battery. A positive indication on the ammeter indicates a charge condition; a negative indication reveals a discharge condition. Other aircraft use a load meter to indicate the load being carried by the generator. If the generator fails, a zero load indication is shown on the load meter. Review the appropriate aircraft operator’s manual for information on the type of systems installed in the aircraft.

Once a generator failure is detected, the pilot must reduce electrical load on the battery and land as soon as practical. Depending on electrical load and condition of the battery, sufficient power may be available for an hour or more of flight or for only a matter of minutes. The pilot must be familiar with systems requiring electricity to run and which continue to operate without power. In aircraft with multiple generators, care should be taken to reduce electrical load to avoid overloading the operating generator(s). The pilot can attempt to troubleshoot generator failure by following established procedures published in the appropriate aircraft operator’s manual. If the generator cannot be reset, inform ATC of an impending electrical failure.

Instrument Failure

System or instrument failure is usually identified by a warning indicator or an inconsistency between indications on the attitude indicator, supporting performance instruments, and instruments at the other pilot station, if so equipped. Aircraft control must be maintained while the pilot identifies the failed components and expedite cross-check including all flight instruments. The problem may be individual instrument failure or a system failure affecting several instruments.

One method of identification involves an immediate comparison of the attitude indicator with rate-of-turn indicator and vertical speed indicator (VSI). Along with providing pitch-and-bank information, this technique compares the static system with the pressure system and electrical system. Identify the failed components and use remaining functional instruments to maintain aircraft control. Attempt to restore inoperative components by checking the appropriate power source, changing to a backup or alternate system, and resetting the instrument if possible. Covering failed instruments may enhance the ability to maintain aircraft control and navigate the aircraft. ATC should be notified of the problem and, if necessary, declare an emergency before the situation deteriorates beyond the ability to recover.

 

Pitot/Static System Failure

A pitot or static system failure can also cause erratic and unreliable instrument indications. When a static system problem occurs, it affects the airspeed indicator, altimeter, and VSI. In the absence of an alternate static source in an unpressurized aircraft, the pilot could break the glass on the VSI because it is not required for instrument flight. Breaking the glass provides both the altimeter and airspeed indicator a source of static pressure, but pilots should be cautious because breaking the glass can cause additional instrument errors. Before considering, pilots should be familiar with their aircraft’s specific procedures for static problems.

Loss of Situational Awareness (SA)

SA is an overall assessment of environmental elements and how they affect flight. SA permits the pilot to make decisions ahead of time and allows evaluation of several different options. Conversely, a pilot who is missing important information about the flight is apt to make reactive decisions. Poor SA means that the pilot lacks vision regarding future events that can force him or her to make decisions quickly often with limited options. During an IFR flight, pilots operate at varying levels of SA. For example, a pilot may be en route to a destination with a high level of SA when ATC issues an unexpected standard terminal arrival route (STAR). Because the STAR is unexpected and the pilot is unfamiliar with the procedure, SA is reduced. However, after becoming familiar with the STAR and resuming normal navigation, the pilot returns to a higher level of SA.

Factors reducing SA include distractions, unusual or unexpected events, complacency, high workload, unfamiliar situations, and inoperative equipment. In some situations, a loss of SA may be beyond a pilot’s control. With an electrical system failure and associated loss of an attitude indication, a pilot may find the aircraft in an unusual attitude. In this situation, established procedures are used to regain SA and aircraft control. Pilots must be alert to loss of SA especially when hampered by a reactive mindset. To regain SA, reassess the situation and work toward understanding what the problem is. The pilot may need to seek additional information from other sources, such as navigation instruments, other crewmembers, or ATC.

 

Inadvertent Instrument Meteorological Condition (IIMC)

Some pilots have the misconception that inadvertent instrument meteorological condition (IIMC) does not apply to an IFR flight. The following examples could cause a pilot to inadvertently encounter IMC.

  1. The aircraft has entered visual meteorological conditions (VMC) during an instrument approach procedure (IAP) and while circling to land encounters IMC.
  2. During a non-precision IAP, the aircraft, in VMC, levels at the MDA just below the overcast. Suddenly, the aircraft re-enters the overcast because either the pilot was unable to correctly hold his or her altitude and climbed back into the overcast, or the overcast sloped downward ahead of the aircraft and, while maintaining the correct MDA, the aircraft re-entered the clouds.
  3. After inadvertently re-entering the clouds, the pilot maintains aircraft control, and then maneuvers to the published holding fix, while contacting ATC. If navigational guidance or pilot SA were lost, the pilot would then climb to the published MSA (see AIM paragraph 5-4-7c).

In order to survive an encounter with IIMC, a pilot must recognize and accept the seriousness of the situation. The pilot will need to immediately commit to the instruments and perform the proper recovery procedures.