By Robert N. Rossier, EAA 472091
This piece originally ran in Robert’s Stick and Rudder column in the May 2020 issue of EAA Sport Aviation magazine.
Spring has finally arrived, and for some of us, that means recurrent training. In preparation for the flying season, one of the activities with which we’re often engaged is a review of procedures, perhaps in the form of a hangar flying session or group discussion. As part of this yearly ritual, I recently spent some time reviewing the emergency checklists for the airplanes I fly. In the process, I turned up some interesting discussion points.
When it comes to emergency procedures, we need to have the immediate actions committed to memory. These are the items we need to address reactively, without pause or reflection. After that, we pull out the checklist to finish up the remaining details. But as we review these procedures in the comfort and safety of our living room or a classroom, without the pressure that comes in a real emergency, we might find that some scenarios are dealt with vaguely or not at all. Since dealing with such issues in flight is no time to be finding out what is missing or confusing, it’s a good idea to take a closer look at our emergency procedures, break them down, and analyze the details. Since every emergency situation is different, we can glean a lot by running through some scenarios to refine our thinking and figure out what we really need to focus on under different conditions.
Cabin Fire on the Ground
Probably the most likely time for an engine fire is on the ground during start, and many checklists cover that scenario in detail. But it isn’t the only ground fire scenario to consider. The actions we should take in response to a cabin fire might depend on where the smoke is coming from — the cockpit area, passenger area, or the baggage area. We might also consider whether the engine is running and if we are moving or stopped. Clearly, there are more factors to consider than are typically explored in most emergency checklists.
If we have passengers onboard, evacuating them might be a higher priority than determining the source of the fire, since it can spread quickly and some of our passengers might not move as quickly as we would hope. The first order of business might be to stop the aircraft and shut down the engine(s) so the prop(s) is stopped, and then help get the passengers out. Depending on where we are and the situation, maybe a radio call for assistance early on in this scenario would be helpful. Once the passengers are safely out, we might determine the source of the fire and use the extinguisher as needed.
Electrical or Cockpit Fire When Airborne
Perhaps nothing is more frightening than an in-flight fire, and our instinct might be to put that fire out as quickly as possible. For an electrical fire — generally announced by the appearance of white smoke and an acrid odor — the first step is to turn off the master switch to eliminate the ignition source. Opening a window or cabin vent can help rid the cockpit of the toxic and eye-burning fumes that generally accompany such a situation.
But what if the source isn’t the aircraft’s electrical system? These days, we’re much more likely to carry and use any number of portable electronic devices, all of which are powered by high-power-density batteries, some of which have been known to suffer internal shorts that can cause overheating, fires, or even explosions. Here we might be tempted to use the fire extinguisher to put out the fire. However, unless we happen to have a halon fire extinguisher on board, it’s hard to imagine a scenario in which discharging the extinguisher in the cockpit would be a good idea.
Several years ago, I was teaching a recurrent ground school session when a pilot made the mistake of discharging a typical dry chemical fire extinguisher in the classroom. It was just a quick burst — nowhere near a full discharge — and the classroom was large. Still, the incident quickly caused us to evacuate the room due to the choking, eye-burning, and respiratory distress that quickly ensued. Based on that one experience alone, I can only imagine that discharging a dry chemical fire extinguisher in the tight quarters of an airplane cockpit would quickly result in the incapacitation of the pilot. Let’s face it, the pilot who cannot see or breathe can’t do much else, so any positive effect of the extinguisher might quickly be negated.
Engine Fire While Airborne
An engine fire while airborne is a serious situation, regardless of the flight conditions or whether we’re flying a single or twin. The primary indication of an engine fire is usually black smoke pouring from the engine nacelle or flames licking the cowl. In one remarkable account I read decades ago, a pilot successfully landed his light twin after discovering an engine fire. Shortly after touchdown, the wing literally fell off the airframe. Had he still been airborne at the time, the situation would have ended entirely differently. The message we can take from that story is the importance of getting on the ground quickly before the fire causes structural damage.
Sometimes engine fires can fool us. A fellow instructor once had a fuel spider break in flight that sprayed the engine compartment with fuel, which subsequently ignited when it contacted the hot turbocharger. But the black smoke we associate with engine fires was not the first indication of a problem. The first was engine roughness caused by the lack of fuel reaching all cylinders. Next was white smoke and the smell of burning plastic in the cockpit — generally associated with an electrical fire — which was caused by the overheating of the scat tubing that served the cabin air and heat system. The pilot’s first reaction was to turn the aircraft back toward the airport from which he had just departed, and that is likely what saved the day.
Engine Failure After Takeoff
Lest we get the idea that it’s just fire-related emergency procedures that can use a review, rest assured that other checklists need a dose of close scrutiny. When an engine failure occurs shortly after takeoff, we don’t have a lot of time to ponder, troubleshoot, or reflect on our situation. We generally need to act reflexively to manage the variables to our best outcome. That typically means setting up for an immediate landing and avoiding any steep turns that could cause us to quickly lose altitude or control.
That said, the most likely cause of engine failure immediately after takeoff is loss of fuel pressure, so if we can do anything to potentially restore power, it would be turning on the boost pump (if so equipped) and switching the fuel selector to the fullest (or a different) fuel tank. In a light twin, rather than rushing to feathering the failed engine’s prop, we might want to ensure those boost pumps are on as soon as we push the mixture, props, and throttles to the full power position in response to an engine failure.
Certainly, the procedures published in the pilot’s operating handbook and on the emergency checklist we use are essential to successfully dealing with many emergency situations. But as we work through various scenarios in detail, we can refine our processes and better prepare ourselves for dealing with the many factors that come into play.
Robert N. Rossier, EAA 472091, has been flying for more than 30 years and has worked as a flight instructor, commercial pilot, chief pilot, and FAA flight check airman.