Emergency Procedure

Introduction
 Aviate
Speed
 Navigate
Clear of Obstacle
Heading toward Appropriate Landing Field
 Memory Item
Procedures in the Emergency Procedures Checklist port
ion of this section shown in bold faced type are imme
diate action items which should be committed to mem
ory.
 Communication
Advise Controller ‘May Day’, ‘Pan Pan Pan’
 Checklist
 Introduction

 Emergencies caused by airplane or engine malfunctions a

re extremely rare if proper preflight inspections and main
tenance are practiced.
 Enroute weather emergencies can be minimized or elimin
ated by careful flight planning and good judgment when
unexpected weather is encountered.
 However, should an emergency arise, the basic guideline
s described in this section should be considered and ap
plied as necessary to correct the problem.
 Emergency procedures associated with standard avionics,
the ELT, or any optional systems can be found in the Sup
plements, Section 9.
 AIRSPEEDS FOR EMERGENCY
 Engine Failure After Takeoff:
Wing Flaps Up ................................ 70 KIAS
Wing Flaps Down .......................... 65 KIAS
 Maneuvering Speed:
2550 lbs ........................................... 105 KIAS
2200 lbs .............................................. 98 KIAS
1900 lbs .............................................. 90 KIAS
 Maximum Glide ................................. 68 KIAS
 Precautionary Landing With Engine Power ....65 KIAS
 Landing Without Engine Power:
Wing Flaps Up ............................ 70 KIAS
Wing Flaps 10 full ..................... 65 KIAS
Engine Failure
 Engine Failure Immediately after takeoff

 Symptom:
 Threat: Aircraft Control(Keep Centerline)
 Best Option: Stop on the remaining runway

1. Throttle …………………………. Idle

2. Brake …………………………….. Apply
3. Wing Flaps ……….…………………. Retract
4. Mixture …………….………………….. Idle Cut Off
5. Ignition Switch ……………..……… Off
6. Master Switch ………………..…….. Off
 Engine Failure Immediately after takeoff
 Symptom:
 Threat: Aircraft Control(Lower the nose and keep speed)
 Error: Loose Speed.
 Best Option: Land at any appropriate area

 After an engine failure immediately after takeoff, the

most important task is to continue flying the airplane.
The best glide speed should be established as quickly
as possible.
 Altitude and airspeed are seldom sufficient to execute
the 180° gliding turn necessary to return to the
runway. In most cases, the landing should be planned
straight ahead with only small changes in direction to
avoid obstructions.
 Engine Failure Immediately after takeoff

1. Airspeed -- 70 KIAS (flaps UP)

65 KIAS (flaps 10 down)
2. Mixture -- IDLE CUT OFF. (Pull Full Out).
3. Fuel Shutoff Valve -- OFF (Pull Full Out).
4. Ignition Switch -- OFF.
5. Wing Flaps -- AS REQUIRED
6. STBY BATT Switch – OFF
7. Master Switch (ALT and BAT) -- OFF.
8. Cabin Door -- UNLATCH.
9. Land -- STRAIGHT AHEAD.
 Engine Failure during Flight
 Symptom: Attitude
 Threat: Aircraft Control(Lower the nose and keep speed)
 Error: Loose Speed.
 Best Option: Land at any appropriate area
Note; If only time and conditions permit, then the checklist
will be followed.

 After an engine failure in flight, the most important task is to

continue flying the airplane. The best glide speed, as shown in
Figure 3-1, should be established as quickly as possible.
 While gliding toward a suitable landing area, an effort should
be made to identify the cause of the failure. If time permits, an
engine restart should be attempted as shown in the checklist. If
the engine cannot be restarted, a forced landing without power
must be completed.
 Engine Failure During Flight(Restart Procedu
re)
1. Airspeed -- 68 KIAS(Best glide speed)
2. Fuel Shutoff Valve -- ON (push full in).
3. Fuel Selector Valve -- BOTH.
4. Aux Fuel Pump Switch -- ON.
5. Mixture control -- RICH (if restart has not occurred).
6. Ignition Switch -- BOTH (or START if propeller is stopped).

NOTE
If the propeller is windmilling, the engine will restart automatically within a few
seconds. If the propeller has stopped (possible at low speeds), turn the MAGNETO
switch to START, advance the throttle slowly from idle and lean the mixture from full
rich as required for smooth operation.

7. Aux Fuel Pump Switch – OFF.

NOTE
If the indicated fuel flow (FFLOW GPH) immediately drops to zero, a sign of failure
of the engine-driven fuel pump, return the Aux FUEL PUMP switch to the ON
position.
 Emergency Landing without Engine Power

1. Pilot and Passenger Seat Backs -- MOST UPRIGHT POSITION.

2. Seats and Seat Belts -- SECURE.
3. Airspeed -- 70 KIAS (flaps UP). (R=65)
65 KIAS (flaps DOWN). (R=60)
4. Mixture -- IDLE CUT OFF (pull full out).
5. Fuel Shutoff Valve -- OFF (pull full out).
6. MEGNETOS Switch -- OFF.
7. Wing Flaps -- AS REQUIRED (FULL recommended).
8. STBY BATT Switch -- OFF
9. Master Switch (ALT and BAT) -- OFF (when landing is assured).
10. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
11. Touchdown -- SLIGHTLY TAIL LOW.
12. Brakes -- APPLY HEAVILY.
FORCED LANDINGS (2/3)
 PRECAUTIONARY LANDING WITH ENGINE POWER
1. Pilot and Passenger Seat Backs -- MOST UPRIGHT POSITION.
2. Seats and Seat Belts -- SECURE.
3. Airspeed -- 65 KIAS. (R=60)
4. Wing Flaps -- 20°.
5. Selected Field -- FLY OVER (noting terrain and obstructions)
6. Wing Flaps -- 30° (on final approach).
7. Airspeed -- 65 KIAS. (R=60)
8. STBY BATT Switch -- OFF
9. Master Switch (ALT and BAT) – OFF (When landing assured)
10. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
11. Touchdown -- SLIGHTLY TAIL LOW.
12. Mixture -- IDLE CUTOFF.
13. MAGNETOS Switch -- OFF.
14. Brakes -- APPLY HEAVILY.
FORCED LANDINGS (3/3)
 DITCHING
1. Radio -- TRANSMIT MAYDAY on 121.5 MHz (giving location and intentions and
SQUAWK 7700).
2. Heavy Objects (in baggage area) -- SECURE OR JETTISON (if possible).
3. Passenger Seat Backs -- MOST UPRIGHT POSITION.
4. Seats and Seat Belts -- SECURE.
5. Wing Flaps -- 20° to FULL.
6. Power -- ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS.
NOTE : If no power is available, approach at 70 KIAS (R=65) with flaps up
or at 65 KIAS (R=60) with flaps 10°.
7. Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO SWELLS. (Next page Ref.)
8. Cabin Doors -- UNLATCH.
9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT.
10. Face -- CUSHION at Touchdown (with folded coat).
11. ELT -- Activate.
12. Airplane -- EVACUATE through cabin doors.
NOTE : If necessary, open window and flood cabin to equalize pressure
so doors can be opened.
13. Life Vests and Raft -- INFLATE WHEN CLEAR OF AIRPLANE.
FORCED LANDINGS (Ref.-1/3)
 Ditching Procedures
FORCED LANDINGS (Ref.-2/3)
 Ditching Procedures
FORCED LANDINGS (Ref.-3/3)
 Ditching Procedures
FIRES (1/7)
 FIRES DURING START ON GROUND

1. Ignition Switch -- START, (continue Cranking to start engine)

 Continue Cranking to get a start which would suck the flames and

accumulated fuel into the engine.)

 If engine starts:
2. Power -- 1800 RPM for a few minutes.
3. Engine -- SHUTDOWN and inspect for damage.

 If engine fails to start: (Next page)

FIRES (2/7)
 FIRES DURING START ON GROUND ...(cont`)
1. Ignition Switch -- START, (continue Cranking to start engine)
 If engine fails to start:
2. Throttle -- FULL (push full in)
3. Mixture -- IDLE CUT OFF (pull full out)
4. MAGNETOS Switch – START (continue Cranking)
5. Fuel Shutoff Valve -- OFF (pull full out)
6: Fuel Pump Switch -- OFF.
7. MAGNETOS Switch – OFF
8. STBY BATT Switch --OFF
9. Master Switch (ALT and BAT)-- OFF.
10. Engine -- SECURE
11. Parking Brake -- RELEASE.
12. Fire Extinguisher –OBTAIN (have ground attendants obtain if not
installed)
12. Airplane -- EVACUATE.
13. Fire -- EXTINGUISH (using fire extinguisher, wool blanket, or dirt.)
14. Fire Damage – INSPECT (repair damage or replace damaged
components or wiring before conducting another flight.)
FIRES (3/7)

 ENGINE FIRE IN FLIGHT

1. Mixture -- IDLE CUT OFF (pull full out)
2. Fuel Shutoff Valve – OFF (pull full out)
3. Fuel Pump Switch -- OFF.
4. Master Switch (ALT and BAT) -- OFF.
5. Cabin vents – OPEN (as needed)
6. CABIN Heat and Air -- OFF (push full in) (to avoid drafts)
7. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide
speed to find an airspeed, within airspeed limitations, which
will provide an incombustible mixture).
8. Forced Landing -- EXECUTE (as described in Emergency
Landing Without Engine Power).
 FIRES (4/7)
 ELECTRICAL FIRE IN FLIGHT
1. STBY BATT Switch - OFF
2. Master Switch (ALT and BAT)-- OFF.
3. Cabin Air -- CLOSED (to avoid drafts)
4. CABIN HT and CABIN AIR Control Knobs – OFF (push full in)
(to avoid drafts)
5. Fire Extinguisher -- ACTIVATE (if available)
6. Avionics Switch (BUS 1 and BUS 2) -- OFF.
7. All Other Switches (except MAGNETOS switch) -- OFF.
WARNING
AFTER THE FIRE EXTINGUISHER HAS BEEN USED, MAKE SURE THAT
THE FIRE IS EXTINGUISHED BEFORE EXTERIOR AIR IS USED TO
REMOVE SMOKE FROM THE CABIN.
8. Cabin Vents/CABIN HT and CABIN AIR Control Knobs – ? (Next
P.)
FIRES (5/7)
 ELECTRICAL FIRE IN FLIGHT ...(cont`)
8. Cabin Vents -- OPEN (when sure that fire is completely extinguished.)
9. CABIN HT and CABIN AIR Control Knobs – ON (push full out)
(when sure that fire is completely extinguished)

 If fire has been extinguished and electrical power is

necessary for continuance of flight to nearest suitable
airport or landing area
10. Circuit Breakers -- CHECK for faulty circuit, do not reset.
11. MASTER Switch (ALT and BAT) – ON
12. STBY BATT Switch –ARM
13. AVIONICS Switch (BUS 1) – ON
14. AVIONICS Switch (BUS 2) – ON
FIRES (Ref. 1)
FIRES (6/7)
 CABIN FIRE
1. STBY BATT Switch -- OFF
2. Master Switch (ALT and BAT)-- OFF.
3. Cabin vents – CLOSED (to avoid drafts)
4. CABIN HT and CABIN AIR Control Knobs-- OFF (push full in)
(to avoid drafts).
5. Fire Extinguisher -- ACTIVATE.

WARNING
AFTER THE FIRE EXTINGUISHER HAS BEEN USED, MAKE SURE THAT
THE FIRE IS EXTINGUISHED BEFORE EXTERIOR AIR IS USED TO
REMOVE SMOKE FROM THE CABIN.

6. Cabin Vents - Open ( when sure that fire is completely extinguished.)

7. CABIN HT and CABIN AIR Control Knobs– ON (push full out)
( when sure that fire is completely extinguished.)
8. Land the airplane as soon as possible to inspect for damage.
FIRES (7/7) 20150429

 WING FIRE
1. Landing and Taxi Light Switches -- OFF.
2. NAV Light Switch -- OFF.
3. STROBE Light Switch -- OFF.
4. PITOT HEAT Switch -- OFF.NOTE
Perform a sideslip to keep the flames away from the fuel tank
and cabin.
Land as soon as possible using flaps only as required for final
approach and touchdown.
ICING (1/2)
 INADVERTENT ICING ENCOUNTER
1. PITOT HEAT Switch ON.
2. Turn back or change altitude (to obtain an outside air
temperature that is less conducive to icing.)
3. CABIN HT Control Knob – ON (pull full out)
4. Defroster Control Outlets – OPEN (to obtain maximum
windshield defroster airflow)
5. CABIN AIR Control Knob – Adjust (to obtain maximum
defroster heat and airflow)
6. Watch for signs of induction air filter icing. A loss of engine RPM
could be caused by ice blocking the air intake filter. Adjust the
throttle as necessary to hold engine RPM. Adjust mixture as
necessary for any change in power settings.
7. Plan a landing at the nearest airport. With an extremely rapid

ice build up, select a suitable "off airport" landing site.

 ICING (2/2)
 INADVERTENT ICING ENCOUNTER …(cont)
8. With an ice accumulation of 0.25 inch or more on the wing
leading edges, be prepared for significantly higher stall speed
and a longer landing roll.
9. Leave wing flaps retracted. With a severe ice build up on the
horizontal tail, the change in wing wake airflow direction caused
by wing flap extension could result in a loss of elevator effectiveness
.
10. Open left window and, if practical, scrape ice from a portion of
the windshield for visibility in the landing approach.
11. Perform a landing approach using a forward slip, if necessary,
for improved visibility.
12. Approach at 65 to 75KIAS depending upon the amount of ice
accumulation.
13. Perform landing in level attitude
14. Missed approaches should be avoided whenever possible because
of severely reduced climb capability.
STATIC SOURCE BLOCKAGE (1/2)
 STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)

1. ALT STATIC AIR Valve – ON (pull full out)

2. Cabin Vents – CLOSED
3. CABIN HT and AIR Control Knobs – ON (pull full out)

4. Airspeed – Refer to Section 5, Figure 5-1 (Sheet 2) Airsp

eed Calibration, Alternate Static Source correction chart
STATIC SOURCE BLOCKAGE (2/2)
 STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
EXCESSIVE FUEL VAPOR
 FUEL FLOW STABILIZATION PRODECURES
(If flow fluctuations of 1 GPH or more, or power surge
s occurs)

1. FUEL PUMP Switch – ON

2. Mixture control – ADJUST (as necessary for smooth engine oper
ation)
3. FUEL Selector Valve – SELECT OPPOSITE TAKE (if vapor symptom
s continue)

4. FUEL PUMP Switch – OFF (after fuel flow has stabilized)

ABNORMAL LANDINGS
 LANDING WITH A FLAT MAIN TIRE
1. Approach -- NORMAL.
2. Wing Flaps -- FULL
3. Touchdown -- GOOD MAIN TIRE FIRST (hold airplane off flat
tire as long as possible with aileron control)
4. Directional Control -- MAINTAIN (using brake on good wheel
as required)

 LANDING WITH A FLAT NOSE TIRE

1. Approach -- NORMAL.
2. Flaps -- AS REQUIRED.
85 to 110 KIAS - Flaps UP - 10°
Below 85 KIAS - Flaps 10° - FULL
3. Touchdown -- ON MAINS (hold nose wheel off the ground as
long as possible)
4. When nose wheel touches down, maintain full up elevator
as airplane slows to stop.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS(1/6)
 HIGH VOLTS ANNUNCIATOR COMES ON OR M BATT AMPS
MORE THAN 40

1. Master Switch (ALT Only) – OFF.

2. Electrical Load – REDUCE IMMEDIATELY as follows :
a. AVINICS Switch (BUS 1) – OFF
b. PITOT HEAT – OFF
c. BEACON Light – OFF
d. LAND Light – OFF
(use as required for landing)
e. TAXI Light – OFF
f. NAV Light – OFF
g. STORBE Light – OFF
h. CABIN PWR 12V Switch – OFF
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS(2/6)
 HIGH VOLTS ANNUNCIATOR COMES ON OR M BATT AMPS
MORE THAN 40 …(cont`)
NOTE
• The main battery supplies electrical power to the main and
essential buses until M BUS VOLTS decreased below 20 volts.
When M BUS VOLTS falls below 20 volts, the standby battery
system will automatically supply electrical power to the
essential bus for at least 30 minutes.
• Select COM1 MIC and NAV 1 on the audio panel and tune to
the active frequency before setting AVIONICS BUS 2 to OFF. If
COM3 MIC and NAV 2 are selected when AVIONICS BUS 2 is
set to OFF, the COM and NAV radios cannot be tuned.

i. COM1 and NAV1 - TUNE TO ACTIVE FREQUENCY

j. COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will be
inoperative once AVIONICS BUS 2 is selected to OFF)
k. AVIONICS Switch (BUS 2) - OFF (KEEP ON if in clouds)
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS(3/6)
 HIGH VOLTS ANNUNCIATOR COMES ON OR M BATT AMPS
MORE THAN 40 …(cont`)

NOTE
When AVIONICS BUS 2 is set to OFF, the following items will not
operate:

√ Autopilot √ Audio Pane

√ COMM 2 √ NAV 2
√ Transponder √ MFD

3. Land as soon as practical

NOTE
Make sure a successful landing is possible before extending
flaps. The flap motor is a large electrical load during operation.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS(Ref.
1)
 ELECTRICAL SYSTEM
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS(4/6)
 LOW VOLTS ANNUNCIATOR COMES ON BELOW 1000 RPM
1. Throttle Control - 1000 RPM
2. LOW VOLTS Annunciator - CHECK OFF
 LOW VOLTS ANNUNCIATOR REMAINS ON AT 1000 RPM
3. Authorized maintenance personnel must do electrical system
inspection prior to next flight.

 LOW VOLTS ANNUNCIATOR COMES ON OR DOES NOT GO

OFF AT HIGHER RPM
1. MASTER Switch (ALT Only) - OFF
2. ALT FIELD Circuit Breaker - CHECK IN
3. MASTER Switch (ALT and BAT) - ON
4. LOW VOLTS Annunciator - CHECK OFF (IF REMAINS ON  Next P.)
5. M BUS VOLTS - CHECK 27.5 V (minimum)
6. M BATT AMPS - CHECK CHARGING (+)
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS(5/
6)
 LOW VOLTS ANNUNCIATOR COMES ON OR DOES NOT GO OF
F AT HIGHER RPM …(cont`)
 IF LOW VOLTS ANNUNCIATOR REMAINS ON
7. MASTER Switch (ALT Only) - OFF
8. Electrical Load - REDUCE IMMEDIATELY as follows:
a. AVIONICS Switch (BUS 1) - OFF
b. PITOT HEAT Switch - OFF
c. BEACON Light Switch - OFF
d. LAND Light Switch - OFF (use as required for landing)
e. TAXI Light Switch - OFF
f. NAV Light Switch - OFF
g. STROBE Light Switch - OFF
h. CABIN PWR 12V Switch - OFF
NOTE
• The main battery supplies electrical power to the min and essential buses until M BUS
VOLTS decreased below 20 volts. When M BUS VOLTS falls below 20 volts, the standby
battery system will automatically supply electrical power to the essential bus for at least
30 minutes.
• Select COM1 MIC and NAV 1 on the audio panel and tune to the active frequency
before setting AVIONICS BUS 2 to OFF. If COM3 MIC and NAV 2 are selected when
AVIONICS BUS 2 is set to OFF, the COM and NAV radios cannot be tuned.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS(6/6)
 LOW VOLTS ANNUNCIATOR COMES ON OR DOES NOT GO OF
F AT HIGHER RPM …(cont`)
 IF LOW VOLTS ANNUNCIATOR REMAINS ON …(cont)
i. COM1 and NAV1 - TUNE TO ACTIVE FREQUENCY
j. COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will be inoperative once
AVIONICS BUS 2 is selected to OFF)

NOTE
When AVIONICS BUS 2 is set to OFF, the following items will not
operate:
√ Autopilot √ Audio Pane
√ COMM 2 √ NAV 2
√ Transponder √ MFD
k. AVIONICS Switch (BUS 2) - OFF (KEEP ON if in clouds)
9. Land as soon as practical.

NOTE
Make sure a successful landing is possible before extending flaps. The
flap motor is a large electrical load during operation.
 AIR DATA SYSTEM FAILURE
 RED X - PFD AIRSPEED INDICATOR
1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS 1).
If open, reset (close) circuit breaker. If circuit breaker opens
again, do not reset.
2. Standby Airspeed Indicator - USE FOR AIRSPEED INFORMATION

 RED X - PFD ALTITUDE INDICATOR

1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS 1).
If open, reset (close) circuit breaker. If circuit breaker opens
again, do not reset.
2. Standby Altimeter - CHECK current barometric pressure SET.
USE FOR ALTITUDE INFORMATION.
AIR DATA SYSTEM FAILURE (Ref.1)
AIR DATA SYSTEM FAILURE (Ref.2)
ATTITUDE AND HEADING REFERENCE SYSTEM(AHRS) FAILURE

 RED X - PFD ATTITUDE INDICATOR

1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS

1). If open, reset (close) circuit breaker. If circuit breaker opens

again, do not reset.
2. Standby Attitude Indicator - USE FOR ATTITUDE INFORMATION

 RED X - HORIZONTAL SITUATION INDICATOR (HSI)

1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS

1). If open, reset (close) circuit breaker. If circuit breaker opens

again, do not reset.
2. Non-Stabilized Magnetic Compass - USE FOR HEADING
INFORMATION
ADS & AHRS MALFUNCTIONS (Ref.1)
ADS & AHRS MALFUNCTIONS (Ref.2)
 ELECTRICAL SYSTEM
AUTOPILOT OR ELECTRIC TRIM FAILURE (if installed)

 AP OR PTRM ANNUNCIATOR(S) COME ON

1. Control Wheel - GRASP FIRMLY (regain control of airplane)
2. A/P TRIM DISC Button - PRESS and HOLD (throughout recovery)
3. Elevator Trim Control - ADJUST MANUALLY (as necessary)
4. AUTO PILOT Circuit Breaker - OPEN (pull out)
5. A/P TRIM DISC Button - RELEASE

WARNING
FOLLOWING AN AUTOPILOT, AUTOTRIM OR MANUAL ELECTRIC
TRIM SYSTEM MALFUNCTION, DO NOT ENGAGE THE AUTOPILOT
UNTIL THE CAUSE OF THE MALFUNCTION HAS BEEN CORRECTED.
AUTOPILOT OR ELECTRIC TRIM FAILURE (if installed) (Ref.1)

 A/P TRIM DISC Button

 MEL Button

 CWL Button
AUTOPILOT OR ELECTRIC TRIM FAILURE (if installed) (Ref.2)
AUTOPILOT OR ELECTRIC TRIM FAILURE (if installed) (Ref.3)
 AFCS STATUS ALERTS
The annunciations in Table 7-5 (listed in order of increasing priority) can
appear on the PFD above the Airspeed and Attitude indicators. Only one
annunciation occurs at a time, and messages are prioritized by criticality.
VACUUM SYSTEM FAILURE
 LOW VACUUM ANNUNCIATOR COMES ON
1. Vacuum Indicator (VAC) - CHECK EIS ENGINE PAGE (make sure
vacuum pointer is in green band limits)
CAUTION
IF VACUUM POINTER IS OUT OF THE GREEN BAND DURING FLIGHT OR THE
GYRO FLAG IS SHOWN ON THE STANDBY ATTITUDE INDICATOR, THE STANDBY
ATTITUDE INDICATOR MUST NOT BE USED FOR ATTITUDE INFORMATION.

HIGH CARBON MONOXIDE (CO) LEVEL ADVISORY

 CO LVL HIGH ANNUNCIATOR COMES ON
1. CABIN HT Control Knob - OFF (push full in)
2. CABIN AIR Control Knob - ON (pull full out)
3. Cabin Vents - OPEN
4. Cabin Windows - OPEN (163 KIAS maximum windows open speed)
 CO LVL HIGH ANNUNCIATOR REMAINS ON
5. Land as soon as practical.
AMPLIFIED EMERGENCY PROCEDURES (1/25)

 The following Amplified Emergency Procedures elaborate u

pon information contained in the Emergency Procedures Ch
ecklists portion of this section.
 These procedures also include information not readily adapt
able to a checklist format, and material to which a pilot cou
ld not be expected to refer in resolution of a specific emerg
ency.
 This information should be reviewed in detail prior to flying
the airplane, as well as reviewed on a regular basis to keep
pilot's knowledge of procedures fresh.
AMPLIFIED EMERGENCY PROCEDURES (2/25)
 ENGINE FAILURE (1/2)
If an engine failure occurs during the takeoff roll, the most important t
hing to do is stop the airplane on the remaining runway. Those extra item
s on the checklist will provide added safety after a failure of this type.
If an engine failure occurs immediately after takeoff, in most cases, the
landing should be planned straight ahead with only small changes in dire
ction to avoid obstructions. Altitude and airspeed are seldom sufficient to
execute the 180° gliding turn necessary to return to the runway. The chec
klist procedures assume that adequate time exists to secure the fuel and i
gnition systems prior to touchdown.
After an engine failure in flight, the most important task is to continue
flying the airplane. The best glide speed, as shown in Figure 3-1, should b
e established as quickly as possible. While gliding toward a
suitable landing area, an effort should be made to identify the cause of
the failure. If time permits, an engine restart should be attempted as
shown in the checklist. If the engine cannot be restarted, a forced
landing without power must be completed.
AMPLIFIED EMERGENCY PROCEDURES (3/25)
 ENGINE FAILURE (2/2)
AMPLIFIED EMERGENCY PROCEDURES (4/25)
FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field
and prepare for the landing as discussed under the Emergency Landing Without Engine Power ch
ecklist. Transmit Mayday message on 121.5 MHz giving location and intentions and squawk 7700.

Before attempting an "off airport" landing with engine power available, one should fly over the l
anding area at a safe but low altitude to inspect the terrain for obstructions and surface condition
s, proceeding as discussed under the Precautionary Landing With Engine Power checklist.

Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and c
ollect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on
121.5 MHz giving location and intentions and squawk 7700. Avoid a landing flare because of diffi
culty in judging height over a water surface. The checklist assumes the availability of power to ma
ke a precautionary water landing. If power is not available, use of the airspeeds noted with minim
um flap extension will provide a more favorable attitude for a power off ditching.

In a forced landing situation, do not set the AVIONICS MASTER switch or the airplane MASTER s
witch to the OFF position until a landing is assured. When these switches are in the OFF position,
the airplane electrical systems are de-energized.

Before performing a forced landing, especially in remote and mountainous areas, activate the EL
T transmitter by positioning the cockpit-mounted switch to the ON position. For complete inform
ation on EL T operation, refer to the Supplements, Section 9.
AMPLIFIED EMERGENCY PROCEDURES (5/25)
 LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight (with an airspeed of approximately 65KIAS an
d flaps set to 20°) by using throttle and elevator trim controls. Then do
not change the elevator trim control setting; control the glide angle b
y adjusting power.
During the landing flare (round-out), the nose will come down whe
n power is reduced and the airplane may touch down on the nosew
heel before the main wheels.
When in the flare, the elevator trim control should be adjusted tow
ard the full nose up position and the power adjusted at the same ti
me so that the airplane will rotate to a horizontal attitude for touch
down. Close the throttle at touchdown.
AMPLIFIED EMERGENCY PROCEDURES (6/25)
 FIRES
Improper starting procedures involving the excessive use of auxiliary
fuel pump operation can cause engine flooding and subsequent
collection of fuel on the parking ramp as the excess fuel drains
overboard from the intake manifolds. This is sometimes experienced in
difficult starts in cold weather where engine preheat service is not
available. If this occurs, the airplane should be pushed away from the
fuel puddle before another engine start is attempted. Otherwise, there
is a possibility of raw fuel accumulations in the exhaust system igniting
during an engine start, causing a long flame from the tailpipe, and
possibly igniting the collected fuel on the pavement. If a fire occurs,
proceed according to the checklist.
Although engine fires are extremely rare in flight, if a fire is
encountered, the steps of the appropriate checklist should be followed.
After completion of the checklist procedure, execute a forced landing.
Do not attempt to restart the engine.
The first sign of an electrical fire is usually the smell of burning
insulation. The checklist procedure should result in the elimination of
the fire.
AMPLIFIED EMERGENCY PROCEDURES (7/25)

 EMERGENCY OPERATION IN CLOUDS

If the engine-driven vacuum pump fails in flight, the standby attitude
indicator will not be accurate. The pilot must then rely on the attitude
and heading information (from the AHRS) shown on the PFD
indicators. With valid HDG or GPS/NAV inputs, autopilot operation will
not be affected.
If the AHRS unit fails in flight (red X’s shown through the PFD attitude
and heading indicators), the pilot must rely on the standby attitude
indicator and non-stabilized magnetic compass for attitude and heading
information.
The autopilot will not operate if the AHRS unit fails. The pilot must
manually fly the airplane without AHRS input. Refer to Section 7,
Airplane and Systems Description, for additional details on autopilot
operations.
The following instructions assume that the pilot is not very proficient at instrument fl
ying and is flying the airplane without the autopilot
engaged.
AMPLIFIED EMERGENCY PROCEDURES (8/25)
 EXECUTING A 180 TURN IN CLOUDS (AHRS FAILED)
Upon inadvertently entering the clouds, an immediate turn to reverse
course and return to VFR conditions should be made as follows:
 AHRS FAILURE
1. Note the non-stabilized magnetic compass heading.
2. Using the standby attitude indicator, initiate a 15° bank left turn.
Keep feet off rudder pedals. Maintain altitude and 15° bank angle.
Continue the turn for 60 seconds, then roll back to level flight.
3. When the compass card becomes sufficiently stable, check the
accuracy of the turn by verifying that the compass heading
approximates the reciprocal of the original heading.
4. If necessary, adjust the heading by keeping the wings level and
using the rudder to make skidding turns (the compass will read
more accurately) to complete the course reversal.
5. Maintain altitude and airspeed by cautious application of elevator
control. Keep the roll pointer and index aligned and steer only
with rudder.
AMPLIFIED EMERGENCY PROCEDURES (9/25)
 EMERGENCY OPERATION IN CLOUDS (Cont)
 EMERGENCY DESCENT THROUGH CLOUDS (AHRS FAILED)
When returning to VFR flight after a 180° turn is not practical, a descent through the
clouds to VFR conditions below may be appropriate. If possible, obtain an ATC cleara
nce for an emergency descent through the clouds.
AHRS FAILURE
Choose an easterly or westerly heading to minimize non-stabilized magnetic compa
ss card sensitivity. Occasionally check the compass heading and make minor correctio
ns to hold an approximate course. The autopilot will not operate if the AHRS unit fail
s. The pilot must manually fly the airplane without AHRS input.
Before descending into the clouds, prepare for a stabilized descent as follows:
1. Apply full rich mixture.
2. Turn pitot heat on.
3. Set power for a 500 to 800 feet per minute rate of descent.
4. Set the elevator trim for a stabilized descent at 80 KIAS.
5. Use the standby attitude indicator roll pointer and index to keep wings level.
6. Check trend of compass card movement and make cautious corrections with
rudder to stop the turn.
7. Upon breaking out of clouds, resume normal cruising flight.
AMPLIFIED EMERGENCY PROCEDURES (10/25)
 EMERGENCY OPERATION IN CLOUDS (Cont)
 EMERGENCY DESCENT THROUGH CLOUDS (AHRS FAILED)
AHRS FAILURE
If a spiral is entered while in the clouds, continue as follows:
1. Retard throttle to idle position.
2. Remove feet from rudder pedals.
3. Stop turn by carefully leveling the wings using aileron control to
align the roll index and roll pointer of the standby attitude
indicator.
4. Cautiously apply elevator back pressure to slowly reduce the
airspeed to 80 KIAS.
5. Adjust the elevator trim control to maintain an 80 KIAS glide.
6. Use aileron control to maintain wings level (keep roll pointer and
index aligned) and constant heading.
7. Resume Emergency Descent Through The Clouds procedure.
8. Upon breaking out of clouds, resume normal cruising flight.
AMPLIFIED EMERGENCY PROCEDURES (11/25)
 INADVERTENT FLIGHT INTO ICING CONDITIONS
Flight into icing conditions is prohibited and extremely dangerous.
An inadvertent encounter with these conditions can be resolved usin
g the checklist procedures.
The best action is to turn back or change altitude to escape icing c
onditions. Set the PITOT HEAT switch to the ON position until safely
out of icing conditions.
During these encounters, an unexplained loss of engine power cou
ld be caused by ice blocking the air intake filter or in extremely rare
instances ice completely blocking the fuel injection air reference tub
es. In either case, the throttle should be positioned to obtain maxim
um RPM (in some instances, the throttle may need to be retarded fo
r maximum power). The mixture should then be adjusted, as require
d, to obtain maximum RPM.
AMPLIFIED EMERGENCY PROCEDURES (12/25)

 STATIC SOURCE BLOCKED

If erroneous readings of the static source instruments (airspeed, altime
ter and vertical speed) are suspected, the alternate static source air valve
(ALT STATIC AIR) should be pulled ON, thereby supplying static pressure
to these instruments from the cabin.
When the ALT STATIC AIR valve is ON, the maximum airspeed variatio
n from normal static source operation is 11 knots and the maximum alti
meter variation is 50 feet with all windows closed.
Refer to Section 5, Figure 5-1 (Sheet 2), Airspeed Calibration - Alternat
e Static Source correction tables for additional details.
AMPLIFIED EMERGENCY PROCEDURES (13/25)
 SPINS
Should an inadvertent spin occur, the following recovery procedure should be used:
1. RETARD THROTTLE TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION.
4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL
BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be
required at aft center of gravity loadings to assure optimum recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of
the control inputs may extend the recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY
FROM THE RESULTING DIVE.
CAUTION
If the rate of the spin makes determining the direction of rotation difficult, the
magenta turn rate indicator at the top of the HSI compass card will show the rate and
direction of the turn. The HSI compass card will rotate in the opposite direction. Hold
opposite rudder to the turn vector direction.

For additional information on spins and spin recovery, see the discussion under SPINS i
n Normal Procedures (Section 4).
AMPLIFIED EMERGENCY PROCEDURES (Ref.)
 Turn rate indicator

 The Turn Rate Indicator is located directly above the rotating compass
card. Tick marks to the left and right of the lubber line denote half-
standard and standard turn rates.
 A magenta Turn Rate Trend Vector shows the current turn rate. The end
of the trend vector gives the heading predicted in 6 seconds, based on
the present turn rate.
 A standard-rate turn is shown on the indicator by the trend vector
stopping at the standard turn rate tick mark, corresponding to a
predicted heading of 18˚ from the current heading.
 At rates greater than 4 deg/sec, an arrowhead appears at the end of the
magenta trend vector and the prediction is no longer valid.
AMPLIFIED EMERGENCY PROCEDURES (14/25)

 ROUGH ENGINE OPERATION OR LOSS OF POWER

 SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or
more spark plugs becoming fouled by carbon or lead deposits. This
may be verified by turning the ignition switch momentarily from
BOTH to either L or R position. An obvious power loss in single
ignition operation is evidence of spark plug or magneto trouble.
Assuming that spark plugs are the more likely cause, lean the
mixture to the recommended lean setting for cruising flight. If the
problem does not clear up in several minutes, determine if a richer
mixture setting will produce smoother operation. If not, proceed to
the nearest airport for repairs using the BOTH position of the
ignition switch unless extreme roughness dictates the use of a
single ignition position.
AMPLIFIED EMERGENCY PROCEDURES (15/25)

 MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of magneto problem
s. Switching from BOTH to either L or R ignition switch position will identify which
magneto is malfunctioning. Select different power settings and enrichen the mixtur
e to determine if continued operation on BOTH magnetos is possible. If not, switc
h to the good magneto and proceed to the nearest airport for repairs.
 IDLE POWER ENGINE ROUGHNESS
(As Required by AD 2001-06-17, Paragraph (d)(3))
An excessively rich idle fuel flow may cause low speed engine roughness during f
light. During most in-flight low engine speeds (power off stalls, approach to landin
g, etc.), the mixture control is normally in the full-rich position. However, to improv
e engine roughness (caused by an improperly adjusted fuel servo) during low engi
ne speeds while in flight, you should rotate the vernier mixture control (leaning of
fuel mixture). You may also have to lean the fuel mixture if this low engine speed r
esults in power loss and you need to restart the engine during
flight. In all cases, you should land the airplane at the nearest airport for repairs if
low speed engine roughness requires you to adjust the fuel mixture control to imp
rove engine operation.
AMPLIFIED EMERGENCY PROCEDURES (16/25)

 ROUGH ENGINE OPERATION OR LOSS OF POWER (Cont)

 ENGINE-DRIVEN FUEL PUMP FAILURE
Failure of the engine-driven fuel pump will result in an immediate
loss of engine power, similar to fuel exhaustion or starvation, but wh
ile operating from a fuel tank containing adequate fuel. A sudden re
duction in indicated fuel flow will occur just before loss of engine p
ower.
If the engine-driven fuel pump fails, immediately set the auxiliary f
uel pump switch (FUEL PUMP) to the ON position to restore engine
power. The flight should be terminated as soon as practical and the
engine-driven fuel pump repaired.
AMPLIFIED EMERGENCY PROCEDURES (17/25)

 EXCESSIVE FUEL VAPOR

Fuel vapor in the fuel injection system is most likely to occur on the
ground, typically during prolonged taxi operations, when operating at
higher altitudes and/or in unusually warm temperatures.
Excessive fuel vapor accumulation is shown by fuel flow indicator
(FFLOW GPH) fluctuations greater than 1 gal./hr. This condition, with
leaner mixtures or with larger fluctuations, can result in power surges,
and if not corrected, may cause power loss.
To slow vapor formation and stabilize fuel flow on the ground or in the
air, set the FUEL PUMP switch to the ON position and adjust the
mixture as required for smooth engine operation. If vapor symptoms
continue, select the opposite fuel tank. When fuel flow stabilizes, set
the FUEL PUMP switch to the OFF position and adjust the mixture as
desired.
AMPLIFIED EMERGENCY PROCEDURES (18/25)

 LOW OIL PRESSURE

If the low oil pressure annunciator (OIL PRESS) comes on, check the
oil pressure indicator (OIL PRES on ENGINE page or OIL PSI on
SYSTEM page) to confirm low oil pressure condition. If oil pressure and
oil temperature (OIL TEMP on ENGINE page or OIL °F on SYSTEM
page) remain normal, it is possible that the oil pressure sending unit or
relief valve is malfunctioning. Land at the nearest airport to determine
the source of the problem.
If a total loss of oil pressure and a rise in oil temperature occur at about
the same time, it could mean that the engine is about to fail. Reduce pow
er immediately and select a field suitable for a forced landing. Use only th
e minimum power necessary to reach the landing site.
AMPLIFIED EMERGENCY PROCEDURES (19/25)

 ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

Malfunctions in the electrical power supply system can be
detected by periodic monitoring of the ammeter and low voltage
annunciator (VOLTS); however, the cause of these malfunctions is
usually difficult to determine. A broken alternator drive belt or wiring
is most likely the cause of alternator failures, although other factors
could cause the problem. A defective alternator control unit can also
cause malfunctions. Problems of this nature constitute an electrical
emergency and should be dealt with immediately. Electrical power
malfunctions usually fall into two categories: excessive rate of
charge and insufficient rate of charge. The following paragraphs
describe the recommended remedy for each situation.
AMPLIFIED EMERGENCY PROCEDURES (20/25)

 EXCESSIVE RATE OF CHARGE

After engine starting and heavy electrical usage at low engine speeds
(such as extended taxiing), the battery condition will be low enough to
accept above normal charging during the initial part of a flight.
However, after thirty minutes of cruising flight, the main battery
ammeter (M BATT AMPS) should be indicating less than 5 amps of
charging (+) current. If the charging current remains above this value
on a long flight, the battery electrolyte could overheat and evaporate.
Electronic components in the electrical system can be adversely
affected by higher than normal voltage. The ACU includes an
overvoltage sensor circuit which will automatically disconnect the
alternator if the charge voltage increases to more than approximately
31.75 volts. If the overvoltage sensor circuit does not operate correctly,
as shown by voltage more than 31.75 volts on the main battery bus
voltmeter, the MASTER switch ALT section should be set to the OFF
position. Unnecessary electrical equipment should be de-energized
and the flight terminated as soon as practical.
AMPLIFIED EMERGENCY PROCEDURES (21/25)
 INSUFFICIENT RATE OF CHARGE (1/2)
When the overvoltage sensor circuit, or other fault, opens the alterna
tor (ALT FIELD) circuit breaker and de-energizes the alternator, a disch
arge (-) current will be shown on the main battery ammeter and the lo
w voltage annunciator (LOW VOLTS) will come on. The ACU can de-en
ergize the alternator due to minor disturbances in the electrical syste
m, resulting in a nuisance opening of the ALT FIELD circuit breaker. If t
his happens, an attempt should be made to energize the alternator sy
stem.
To energize the alternator system
1. MASTER Switch (ALT Only) - OFF
2. ALT FIELD Circuit Breaker - CHECK IN
3. MASTER Switch (ALT Only) – ON
If the problem was a minor ACU disturbance in the electrical system,
normal main battery charging will start. A charge (+) current will be
shown on the main battery ammeter and the LOW VOLTS annunciator
will go off.
AMPLIFIED EMERGENCY PROCEDURES (22/25)
 INSUFFICIENT RATE OF CHARGE (2/2)
If the LOW VOLTS annunciator comes on again, there is an alternator system p
roblem. Do not repeat steps to energize the alternator system.
The electrical load on the battery must be minimized (by de-energizing nonesse
ntial electrical equipment and avionics) because the battery can supply the electr
ical system for only a short time. Reduce electrical load as soon as possible to ex
tend the life of the battery for landing. Land as soon as practical.
Main battery life can be extended by setting the MASTER switch (ALT
and BAT) to OFF and operating the equipment on the ESS BUS from
the standby battery. The standby battery is only capable of providing
power for systems on the essential bus and cannot provide power for
transponder (XPDR) operation. Main battery life should be extended,
when practical, for possible later operation of the wing flaps and use of
the landing light (at night).
NOTE
The LOW VOLTS annunciator can come on when the engine is operated at low RPM with a
high electrical load. The LOW VOLTS annunciator will usually go off when the engine is
operated at higher RPM for greater alternator system output. Make sure that the M BATT
AMPS indication shows positive (+) current at the higher RPM.
AMPLIFIED EMERGENCY PROCEDURES (23/25)
 HIGH CARBON MONOXIDE (CO) LEVEL ANNUNCIATION
Carbon monoxide (CO) is a colorless, odorless, tasteless product of an
internal combustion engine and is always present in exhaust fumes. Even mi
nute quantities of carbon monoxide breathed over a long period of time ma
y lead to dire consequences. The symptoms of carbon monoxide poisoning
are difficult to detect by the person affected and may include blurred thinki
ng, a feeling of uneasiness, dizziness, headache, and loss of consciousness.
The cabin heater system operates by allowing ambient air to flow
through an exhaust shroud where it is heated before being ducted into
the cabin. If an exhaust leak, caused by a crack in the exhaust pipe, occurs i
n the area surrounded by this shroud it would allow exhaust fumes to mix w
ith the heated ambient air being ducted into the cabin. Therefore, if anyone
in the cabin smells exhaust fumes, experiences any of the symptoms mentio
ned above, or the CO LVL HIGH warning annunciation comes on when using
the cabin heater, immediately turn off the cabin heater and preform the em
ergency items for High Carbon Monoxide (CO) Level Advisory.
AMPLIFIED EMERGENCY PROCEDURES (24/25)
 HIGH CARBON MONOXIDE (CO) LEVEL ANNUNCIATION

When the CO detection system senses a CO level of 50 parts per

million (PPM) by volume or greater, the alarm turns on a flashing

warning annunciation CO LVL HIGH in the annunciation window on t
he PFD with a continuous tone until the PFD softkey below WARNIN
G is pushed. It then remains on steady until the CO level drops belo
w 50 PPM and automatically resets the alarm.
AMPLIFIED EMERGENCY PROCEDURES (25/25)

 OTHER EMERGENCIES
 WINDSHIELD DAMAGE
If a bird strike or other incident should damage the windshield in
flight to the point of creating an opening, a significant loss in
performance may be expected.
This loss may be minimized in some cases (depending on amount
of damage, altitude, etc.) by opening the side windows while the air
plane is maneuvered for a landing at the nearest airport.
If airplane performance or other adverse conditions preclude landi
ng at an airport, prepare for an "off airport“ landing in accordance w
ith the Precautionary Landing With Engine Power or Ditching checkli
sts.
Thank you