Emergency Procedures for the Piper PA-28 Cadet

ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load) ALT switch BATT switch. ON OFF ISSUED: AUGUST 13, 1982 REPORT VB-1180 3-5 Delaware State University Anguil SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR I If alternator loads are reduced: Electrical load. Land as soon as practical. Reduce to Minimum NOTE Due to increased system voltage and radio frequency noise, operation with ALI switch ON and BATT switch OFF should be made only when required by an electrical system failure. If alternator loads are not reduced: ALT switch BATT switch . OFF As required Land as soon as possible. Anticipate complete electrical failure. SPIN RECOVERY Throttle Ailerons Rudder Control wheel Rudder.. Control wheel idle neutral full opposite to direction of rotation full forward .neutral (when rotation stops) as required to smoothly regain level flight altitude OPEN DOOR If both upper and lower latches are open, the door will trail slightly open and airspeeds will be reduced slightly. To close the door in flight: Slow airplane to 89 KIAS Cabin vents Storm window. close open REPORT: VB-1180 3-6 ISSUED: AUGUST 13, 1982 Delaware State University The s PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR HI SECTION 3 EMERGENCY PROCEDURES If upper latch is open. If side latch is open If both latches are open. latch pull on arm rest while moving latch handle to latched position. latch side latch then top latch ENGINE ROUGHNESS Carburetor heat... If roughness continues after one min: Carburetor heat... Mixture Electric fuel pump Fuel selector Engine gauges Magneto switch. ON OFF adjust for max. smoothness ... ON switch tanks .check 1. then R then BOTH If operation is satisfactory on either one, continue on that magneto at reduced power and full RICH mixture to first airport. Prepare for power off landing. CARBURETOR ICING Carburetor heat, Mixture ON adjust for max. smoothness ISSUED: AUGUST 13, 1982 REPORT: VB-1180 3-7 Delaware State University Sung PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR H SECTION 3 EMERGENCY PROCEDURES 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) The following paragraphs are presented to supply additional infor- mation for the purpose of providing the pilot with a more complete under- standing of the recommended course of action and probable cause of an emergency situation. 3.7 ENGINE FIRE DURING START Engine fires during start are usually the result of overpriming. The first attempt to extinguish the fire is to try to start the engine and draw the excess fuel back into the induction system. If a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine. This is an attempt to draw the fire back into the engine. If the engine has started, continue operating to try to pull the fire into the engine. In either case (above), if fire continues more than a few seconds, the fire should be extinguished by the best available external means, The fuel selector valves should be OFF and the mixture at idle cut-off if an external fire extinguishing method is to he used. 3.9 ENGINE POWER LOSS DURING TAKEOFF The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances of the particular situation. If sufficient runway remains to complete a normal landing, land straight ahead. If insufficient runway remains, maintain a safe airspeed and make only a shallow turn if necessary to avoid obstructions. Use of flaps depends on the circumstances. Normally, flaps should be fully extended for touchdown. If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Check the electric fuel pump to insure that it is ON and that the mixture is RICH. The carburetor heat should be ON and the primer locked. ISSUED: AUGUST 13, 1982 Delaware State University REPORT VB-1180 3-9 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR II If engine failure was caused by fuel exhaustion, power will not be regained after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency check list and paragraph 3.13). 3.11 ENGINE POWER LOSS IN FLIGHT Complete engine power loss is usually caused by fuel flow interruption, and power will be restored shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step is to prepare for an emergency landing (refer to paragraph 3.13). An airspeed of at least 73 KIAS should be main- tained. If altitude permits, switch the fuel selector to another tank containing fuel and turn the electric fuel pump ON. Move the mixture control to RICH and the carburetor heat to ON. Check the engine gauges for an indication of the cause of the power loss. Check to insure the primer is locked. If no fuel pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel. When power is restored move the carburetor heat to the OFF position and turn OFF the electric fuel pump. If the preceding steps do not restore power, prepare for an emergency landing. If time permits, turn the ignition switch to 1. then to R then back to BOTH. Move the throttle and mixture control levers to different settings. This may restore power if the problem is too rich or too too lean a mixture or if there is a partial fuel system restriction. Try other fuel tanks. Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power. If power loss is due to water, fuel pressure indications will be normal. If engine failure was caused by fuel exhaustion, power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may required up to ten seconds. If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency checklist and paragraph 3.13). REPORT: VB-1180 3-10 ISSUED: AUGUST 13, 1982 Delaware State University Make month PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR II SECTION 3 EMERGENCY PROCEDURES 3.13 POWER OFF LANDING If loss of power occurs at altitude, trim the aircraft for best gliding angle (73 KIAS) and look for a suitable field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. If possible, notify the FAA by radio of your difficulty and inten- tions. If another pilot or passenger is aboard, let him help. When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position to make a normal landing approach. When the field can easily be reached, slow to 63 KIAS for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these. Touchdown should normally be made at the lowest possible airspeed. When committed to a landing, shut OFF the master and ignition switches. Flaps may be used as desired. Turn the fuel selector valve to OFF and move the mixture to idle cut-off. The seat belts and shoulder harnesses should be tightened. Touchdown should be normally made at the lowest possible airspeed. 3.15 FIRE IN FLIGHT The presence of fire is noted through smoke, smell and heat in the cabin. It is essential that the source of the fire be promptly identified through instrument readings, characteristics of the smoke, or other indications since the action to be taken differs somewhat in each case. Check for the source of the fire first. If an electrical fire is indicated (smoke in the cabin), the master switch should be turned OFF. The cabin vents should be opened and the cabin heat turned OFF. A landing should be made as soon as possible. If an engine fire is present, switch the fuel selector to OFF and close the throttle. The mixture should be at idle cut-off. Turn the electric fuel pump OFF. In all cases, the heater and defroster should be OFF. If radio commu- nication is not required, select master switch OFF. Proceed with power off landing procedure. ISSUED: AUGUST 13, 1982 Delaware State University Making mor REPORT VB-1180 3-11 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR II NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgement should be the determining factor for action in such an emergency. 3.17 LOSS OF OIL PRESSURE Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can be accomplished. Don't change power settings unnecessarily, as this may hasten complete power loss. Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an airport is not close. If engine stoppage occurs, proceed with Power Off Landing. 3.19 LOSS OF FUEL PRESSURE If loss of fuel pressure occurs, turn ON the electric fuel pump and check that the fuel selector is on a full tank. If the problem is not an empty tank, land as soon as practical and have the engine-driven fuel pump and fuel system checked. REPORT: VB-1180 3-12 ISSUED: AUGUST 13, 1982 Delaware State University Afghan PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR II SECTION 3 EMERGENCY PROCEDURES 3.21 HIGH OIL TEMPERATURE An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at an appropriate airport and have the cause investigated. A steady, rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure. 3.23. ELECTRICAL FAILURES Loss of alternator output is detected through zero reading on the ammeter. Before executing the following procedure, insure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed. The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped circuit. The next step is to attempt to reset the overvoltage relay. This is accom- plished by moving the ALI switch to OFF for one second and then to ON. If the trouble was caused by a momentary overvoltage condition (16.5 volts and up) this procedure should return the ammeter to a normal reading. If the ammeter continues to indicate ZERO output, or if the alternator will not remain reset, turn off the ALT switch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery. 3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load) If abnormally high alternator output is observed (more than 20 amps above known electrical load for the operating conditions), it may be caused by a low battery, a battery fault or other abnormal electrical load. If the cause is a low battery, the indication should begin to decrease toward normal within 5 minutes. If the overload condition persists, attempt to reduce the load by turning off non-essential equipment. ISSUED: AUGUST 13, 1982 Delaware State University Monheid REPORT VB-1180 3-13 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR II Turn the BATT switch OFF and the ammeter should decrease. Turn the BATT switch ON and continue to monitor the ammeter. If the alternator output does not decrease within 5 minutes, turn the BATT switch OFF and land as soon as possible. All electrical loads are being supplied by the alter- nator. NOTE Due to higher voltage and radio frequency noise, operation with the ALT switch ON and the BATT switch OFF should be made only when required by an electrical failure. 3.25 SPIN RECOVERY Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately move the throttle to idle and the ailerons to neutral. Full rudder should then be applied opposite to the direction of rotation followed by control wheel full forward. When the rotation stops, neutralize the rudder and case back on the control wheel as required to smoothly regain a level flight attitude. 3.27 OPEN DOOR The cabin door on the Cherokee is double latched, so the chances of its springing open in flight at both the top and side are remote. However, should you forget the upper latch, or not fully engage the side latch, the door may spring partially open. This will usually happen at takeoff or soon after- ward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open. If both upper and side latches are open, the door will trail slightly open. and airspeed will be reduced slightly. To close the door in flight, slow the airplane to 89 KIAS, close the cabin vents and open the storm window. If the top latch is open, latch it. If the side latch is open, pull on the arm rest while moving the latch handle to the latched position. If both latches are open, close the side latch then the top latch. REPORT: VB-1180 3-14 ISSUED: JULY 1, 1982 Delaware State University PIPER AIRCRAFT CORPORATION PA-28-161, WARRIOR II SECTION 3 EMERGENCY PROCEDURES 3.29 CARBURETOR ICING Under certain moist atmospheric conditions at temperatures of -5°C to 20°C, it is possible for ice to form in the induction system, even in summer weather. This is due to the high air velocity through the carburetor venturi and absorption of heat from this air by vaporization of the fuel. To avoid this, carburetor preheat is provided to replace the heat lost by vaporization. Carburetor heat should be full on when carburetor ice is encountered. Adjust mixture for maximum smoothness. 3.41 ENGINE ROUGHNESS Engine roughness is usually due to carburetor icing which is indicated by a drop in RPM, and may be accompanied by a slight loss of airspeed or altitude. If too much ice is allowed to accumulate, restoration of full power may not be possible; therefore, prompt action is required. Turn carburetor heat on (See Note). RPM will decrease slightly and roughness will increase. Wait for a decrease in engine roughness or an increase in RPM, indicating ice removal. If there is no change in approx- imately one minute, return the carburetor heat to OFF. If the engine is still rough, adjust the mixture for maximum smoothness. The engine will run rough if the mixture is too rich or too lean. The electric fuel pump should be switched to ON and the fuel selector switched to the other tank to see if fuel contamination is the problem. Check the engine gauges for abnormal readings. If any gauge readings are abnormal, proceed accordingly. Move the magneto switch to 1. then to R, then back to BOTH. If operation is satisfactory on either magneto, proceed on that magneto at reduced power, with mixture full RICH to a landing at the first available airport. ISSUED: AUGUST 13, 1982 REPORT: VB-1180 3-15