![]() These are known as nuisance alerts (Sanquist, Thurman, & Mahy, 2005). However, some alerts fail to provide useful information and can create their own human factors problems. Alerts are intended to cause people to stop what they are doing and attend to a potential hazard.Alarms may be utilized with more advanced avionics.Emergency notification may come in several forms including aural, visual, or tactical.Non-Immediate Action: Get to them when you get to them.Immediate Action: do as quick as possible consistent with flying (aviating, navigating, communicating).Receiving vectors it is a good idea to constantly repeat headings and altitudes are you are busy and it is easy to forget.Consider fuel remaining for the urgency to get the aircraft on deck.When contacting base start with what you have, what you've done and what page you're now on. ![]() Request block altitudes and orbit on the approach end, offset to the runway of intended landing if possible.Consider loading your phone with the appropriate telephone numbers a step in preflight.With this option in mind, remember that fumbling to find the phone number while in flight is going to be distracting and could make the situation much worse, causing distraction and possibly loss of situational awareness.While less reliable but more predominant, reach for your cell phone and attempt calling ATC.If you have a hand held radio, break it out and attempt to establish radio communication, as able, with a local agency.If you have not already had to address your passengers, take the time to do so now.If you don't know where to go, don't go anywhere.Remember that without electrical power to your instruments, you will have to rely on dead reckoning or radar vectors from ATC.Depending on your decision and the situation at hand, prepare for arrival.Evaluate the situation and determine if you think the aircraft needs to land as soon as possible, or as soon as practical.After the situation is under control, and while navigating/communicating, open to Chapter 7 of the POH and begin going through the emergency procedure steps, starting back at step 1.Position the aircraft in the best position to address the emergency, such as "climbing to cope".Reduce the electrical load, as required, to buy yourself time.Complete any immediate action procedures that may be required.These three steps are really a continuous process which never stops requiring pilot judgment to prioritize steps.As always, the most important emergency procedure you can ever remember is to aviate, navigate, and then communicate.Appropriate landing criteria - DETERMINE AND EXECUTE.Applicable emergency procedures - EXECUTE.It is important to realize that secondary indications may, or may not be presentįly the maneuver in accordance with the Pilot Operating Handbook (POH)Īnd/or current Standard Operating Procedures (SOPs).With every emergency there will be primary and secondary signals.First 3 seconds, ask yourself, where am I? What do I have? Is the light valid?.Emergency hand signals are listed in 6-5-3.You must hear different radio communications.By default use CTAF or guard (121.5/243.0).Discrete emergency frequencies may be assigned by ATC.The PIC must notify ATC as soon as possible and obtain an amended clearance.Declare emergencies with general terms, use "electrical" or "engine" for example. ![]() Be directive, if you want something, tell them, don't let ATC drive you.Troubleshooting is important but don't fix an airplane airborne when you can safely land first.Unless deviation is necessary under the emergency authority of 91.3, pilots of IFR flights experiencing two-way radio communication failure are expected to adhere to the procedures prescribed under "IFR operations, two-way radio communications failure".Note this is not a blanket clearance to perform unnecessary deviations!.If the PIC choses to deviate from the provisions of an ATC clearance, the PIC must notify ATC as soon as possible and obtain an amended clearance.In an emergency requiring immediate action, the pilot-in-command and remote pilot-in-command may deviate from FAR 91 or FAR 107 respectively, to the extend required to meet the emergency. ![]()
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