Emergency Procedures for the Piper Pilot 100i

..OFF (for 1 second), If both latches are open then on .OFF ENGINE ROUGHNESS .........close .....open .........latch ..pull on armrest while moving latch handle to latched position ...latch side latch then top latch Reduce electrical load and land as soon as practical. Carburetor heat. 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 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 .."L" 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. REPORT: VB-780 3-4 Delaware State University Making our mark on the world ISSUED: JUNE 17, 1976 REVISED: JANUARY 18, 1977 PIPER AIRCRAFT CORPORATION PA-28-151, CHEROKEE WARRIOR SECTION 3 EMERGENCY PROCEDURES 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding 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 be 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." 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). ISSUED: JUNE 17, 1976 Delaware State University Making our mark on the world REPORT: VB-780 3-7 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-151, CHEROKEE WARRIOR 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 maintained. 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 “L” 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 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 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). 3.13 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 intentions. 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 harness should be tightened. Touchdown should be normally made at the lowest possible airspeed. REPORT: VB-780 3-8 ISSUED: JUNE 17, 1976 Delaware State University Making our mark on the world PIPER AIRCRAFT CORPORATION PA-28-151, CHEROKEE WARRIOR SECTION 3 EMERGENCY PROCEDURES 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, character 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 communication is not required, select master switch "OFF." Proceed with power off landing procedure. NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgment 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. ISSUED: JUNE 17, 1976 Delaware State University Making our mark on the world REPORT: VB-780 3-9 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-151, CHEROKEE WARRIOR 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. 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 ALTERNATOR FAILURE Loss of alternator output is detected through zero reading on the ammeter and illumination of the ALT light in the annunciator panel. 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 accomplished by moving the "ALT" 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 "O" 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. 3.25 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 ease back on the control wheel as required to smoothly regain a level flight attitude. REPORT: VB-780 3-10 ISSUED: JUNE 17, 1976 Delaware State University Making our mark on the world PIPER AIRCRAFT CORPORATION PA-28-151, CHEROKEE WARRIOR SECTION 3 EMERGENCY PROCEDURES 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 afterward. 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 armrest while moving the latch handle to the latched position. If both latches are open, close the side latch then the top latch. 3.29 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 no change in approximately 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 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 reading. If any gauge readings are abnormal, proceed accordingly. Move the magneto switch to "L" 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. If roughness persists, prepare for a precautionary landing at pilot's discretion. NOTE Partial carburetor heat may be worse than no heat at all, since it may melt part of the ice, which will refreeze in the intake system. When using carburetor heat, therefore, always use full heat, and when ice is removed return the control to the full cold position. ISSUED: JUNE 17, 1976 REVISED: FEBRUARY 23, 1977 REPORT: VB 780 3-11 Delaware State University Making our mark on the