Emergency Procedures

Study-aid disclaimer

Why emergency principles matter (ACS / oral)

Emergencies are rare. Panic, task saturation, and “saving the airplane at all costs” are common failure modes when they happen. ACS and oral exams probe whether you can prioritize, fly the airplane, use the correct airplane checklist, and make a survivable plan—not whether you memorized a forum flowchart.

ACS framing — Area IX (Emergency Operations). Private Pilot Airplane ACS (FAA-S-ACS-6C) expects knowledge, risk management, and skill for (ASEL focus):

Risk themes ACS cares about: altitude/wind/terrain/gliding distance; collision hazards; configuration traps; distractions and loss of situational awareness; structural limits in a hurried descent.

Instructor point: On the oral, “I fly the airplane first, then I open the correct emergency checklist for this airplane” beats a confident wrong generic procedure every time.

Suggested internal links: [Aircraft Systems → /learn/aircraft-systems/] · [Aerodynamics → /learn/aerodynamics/] · [Radio Communications → /learn/communications/] · [Pre-flight Planning → /learn/preflight/] · [Regulations → /learn/regulations/]

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Priorities: aviate, navigate, communicate

When something goes wrong, the order that keeps people alive is almost always:

1. Aviate — Maintain aircraft control. Attitude, airspeed, coordinated flight. Trade altitude for airspeed if you need to. Do not chase switches while the airplane stalls.
2. Navigate — Point toward a survivable outcome: best field in range, airport if you can make it, wind-aware plan, obstacles considered.
3. Communicate — Tell someone who can help (ATC, CTAF, 121.5 as appropriate), squawk if needed, ask for what you need—after the airplane is under control.

Why this order? AFH Ch. 18’s psychological-hazard discussion is blunt: reluctance to accept the emergency, fear that becomes panic, and the desire to save the airplane can delay lowering the nose, delay field selection, and invite an accelerated stall in a turn-back. Control first. Then choose where to put it. Then talk.

Practical instructor framing (not a checklist):

• If the engine quit on takeoff: pitch for glide / controlled flight before you invent a radio call.
• If smoke appears: fly, then manage the source per AFM—do not fixate on the smell while bank and airspeed wander.
• If you are lost-comm VFR: keep flying VFR, land as soon as practicable (§91.185(b) / AIM 6-4-1)—do not become a midair hazard while troubleshooting the radio.

Communicate does not mean “declare first.” Declare when it helps. Aviating still comes first. AIM Ch. 6 exists to get you assistance once you can use it—radar vectors, intercept/escort concepts, ELT/SAR context—not to replace stick-and-rudder priorities.

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Use the POH — memory items vs checklists

AFM/POH first (AFH Ch. 18 introduction)

AFH Ch. 18 opens with the governing rule for this entire page: manufacturer procedures in the FAA-approved AFM/POH take precedence over the handbook’s generic guidance. If AFH and your AFM disagree, the AFM wins.

That is not a slogan. Restart attempts, mixture/fuel/ignition actions, fire shutoffs, electrical load-shed, gear/flap emergency extensions, and ballistic-parachute or other emergency-system procedures differ by model—and sometimes by serial/equipment package.

Memory items vs expanded checklists (training concept)

Many AFM emergency sections separate:

This site will not list “the” memory items. Your job as a student/private pilot is to know the emergency section for the airplane you fly this week, practice them with a CFI (including simulated failures at safe altitude), and keep the checklist accessible in the cockpit.

Checklist discipline under stress

• Fly → identify → accomplish the correct checklist for the condition you actually have.
• Do not run the wrong airplane’s procedure from memory of a previous rental.
• If workload spikes, aviate and return to the checklist—do not abandon control to finish a page.
• AFH reminder for emergency landings: positive airplane control on final has priority over configuration and checklist tasks that can wait a moment.

Speeds and limitations are data, not vibes

Best-glide, flap/gear extension speeds, never-exceed, and any emergency-descent speed guidance are AFM numbers. The idea of best glide (approximately L/DMAX—see /learn/aerodynamics/) is universal; the KIAS on your airspeed indicator is not.

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Engine failure themes (not a checklist)

Primary overview: AFH Ch. 18. Procedures: AFM/POH. ACS: Area IX Task B (and related systems knowledge).

Forced vs precautionary landing (AFH definitions)

AFH warning theme: wishful thinking turns many precautionary situations into harder forced landings. Landing early with options is often smarter than hoping the problem “clears up.”

At altitude — high-level themes

When the engine fails (or is failing) with altitude to work with, training themes—not a universal restart recipe—include:

1. Establish best-glide attitude/speed (AFM number) and trim.
2. Pick a field / plan early; refine as you descend. Do not fixate on a restart while gliding into unlandable terrain.
3. Attempt restart only as your AFM directs (fuel, mixture, ignition, carb heat / alternate air, etc.). If the book says do not restart after a fire, do not.
4. Communicate when able: position, intentions, souls on board, fuel remaining (AIM 6-3 message-element themes). Squawk 7700 if you need ATC attention and are not already in contact (AIM 6-2-2).
5. Configure for landing per AFM when committed; manage energy for a controlled touchdown at the lowest practical speed (AFH crash-survivability themes).

Field selection themes (AFH)

AFH terrain-selection factors include route chosen in preflight, height when the emergency starts, and excess airspeed that can convert to distance/altitude. Themes instructors emphasize:

• Prefer the largest suitable open area within glide range when available.
• From higher altitude, select a general area first, then a specific spot—appearances deceive from altitude; be willing to update the plan once, not endlessly.
• Wind, field dimensions/slope, and approach-path obstacles rarely align perfectly—aim for a combination that leaves margin for error.
• Stretching a glide over obstacles to reach a prettier field is a classic bad trade; AFH notes a collision at the end of a ground roll is usually less hazardous than hitting an obstacle still airborne.
• Roads, rivers, and confined clearings have hidden traps (wires, banks, short landing distance)—train your eyes with a CFI.

Engine failure after takeoff (single-engine) — themes only

AFH Ch. 18’s after-takeoff discussion is one of the most important risk briefings in the handbook:

• Lower the nose / establish a safe glide attitude immediately. Airspeed is life.
• Continuing generally straight ahead (or only a slight turn) to a suitable area usually offers more time to establish a controlled, slow touchdown into the wind—often the lowest-risk option.
• A turn back to the departure runway (“impossible turn”) is a complex, airplane- and condition-specific decision. AFH highlights: altitude loss in the turn, accelerated-stall risk if the nose is not lowered, possible ground impact while banked, and a likely downwind landing with higher groundspeed even if you complete the turn.
• AFH’s worked example (illustrative, not a site rule): from ~300 ft AGL with delayed reaction and a shallow turn, a pilot can easily finish below runway height. Steeper turns and make/model performance change the math—practice only with a CFI at safe altitude in your airplane; do not invent a universal “turn-back altitude.”
• Student / low-time / unpracticed pilots: AFH frames low-altitude turn-back as unacceptable risk. Experience alone is not a license—proficiency in the make/model matters.

Instructor briefing habit: Before takeoff, brief “if the engine fails on climb, I will…” so the first decision is not made in surprise.

Emergency descent (ACS Task A / AFH)

An emergency descent is a rapid descent for situations such as uncontrollable fire, certain smoke scenarios, or (in pressurized airplanes) sudden depressurization. Themes:

• Configuration and airspeed: POH/AFM first.
• AFH training themes often include idle power (unless prohibited), prop high-rpm/low-pitch if equipped, gear/flaps as recommended, and staying within VNE / VLE / VFE / VA as applicable.
• Bank approximately 30–45° during the descent (ACS / AFH) to maintain positive load factor and see below for traffic/landing areas.
• Engine fire vs structural concern can pull airspeed choice in opposite directions—follow the AFM for the scenario, not a single memorized number.
• Clear the area; announce intentions when appropriate; recover high enough for a safe level-off or landing.

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Fires & smoke themes (not a checklist)

Overview: AFH Ch. 18 “In-Flight Fire.” Procedures: AFM/POH. Memorize yours.

A fire in flight demands immediate, decisive action. AFH classifies training discussion as engine, electrical, and cabin fires. Exact shutoff order, mixture/fuel selector actions, master-switch use, and whether to restart are airplane-specific.

Engine fire — start vs in-flight (different procedures)

Do not merge start and in-flight procedures into one memorized monologue. Oral examiners listen for that mistake.

AFH additional themes (still subordinate to AFM):

• Fuel-fed vs oil-fed fire cues (bright orange flames vs thick black smoke) may change propeller/oil-pump considerations on some airplanes—book first.
• Electrical master: some checklists pull it; AFH notes that killing electrics also kills radios/transponder unless the fire is electrical or a crash is imminent—weigh per AFM and situation.
• Even a brief intense fire can damage structure; assume the airplane may be compromised; get on the ground.

Electrical smoke / fire themes

Initial cue is often the odor of burning insulation. AFH overview themes:

• Try to identify/isolate the faulty circuit (breakers, avionics, lights) if time and conditions allow.
• If not readily isolated and flight conditions permit: remove power sources (battery/alternator as AFM directs).
• AFH describes a generic identify/isolate (and sometimes restore-essential-loads) overview after securing power—this is not a universal checklist; your AFM may differ; the prudent theme is often land as soon as possible.
• Ignited materials may keep burning after power is removed—plan the landing.

See also systems depth on /learn/aircraft-systems/ (electrical architecture themes)—still no universal reset cookbook.

Cabin fire / smoke themes

AFH sources include smoking materials, electrical faults, and heating-system problems. Themes:

• Attack the fire and get the airplane on the ground quickly.
• Shut down the faulty system when identified.
• Ventilation: opening vents/windows can help purge smoke or feed a fire / pull smoke from a heater—AFH says if smoke increases when vents open, close them. Use extinguisher first when available, then purge as the situation allows.
• Gear/flap extension can worsen cabin smoke on some airplanes—know your notes.

Out of scope here: pressurized-cabin smoke/oxygen encyclopedia; medical treatment of smoke inhalation.

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Electrical / system failures themes

Overview: AFH Ch. 18 System Malfunctions; PHAK systems chapters; ACS Area IX Task C. Procedures: AFM/POH.

Electrical system failure themes

Loss of the alternator/generator leaves the battery as the remaining source on many light airplanes. Themes:

• Shed nonessential loads early—battery endurance collapses under high amperage draw (AFH amp-hour discussion).
• Plan to land at the nearest suitable airport; treat total electrical loss as serious even in day VFR.
• Electrically driven gear/flaps may not work on a depleted battery—plan a manual gear extension / no-flap landing if that is how your airplane is built.
• Tell ATC early if power loss is imminent (radios/transponder may die).

Pitot-static and instrument failures (high level)

Blocked pitot or static ports corrupt airspeed, altimeter, and VSI in characteristic ways (AFH figures/discussion). Themes:

• Know how your airplane’s alternate static source works and when to open it.
• Glass / EFIS failures may not look like steam-gauge failures; AFH stresses equipment-specific knowledge—primary and backup may share the same pitot-static inputs.
• For VFR private pilots: maintain aircraft control visually when possible; divert/land; do not treat this page as an IFR partial-panel syllabus (see Instrument Flying Handbook / IFR training).

Other AFH malfunction themes (pointers only)

Emergency equipment & survival gear (ACS Task D)

Know what is in this airplane: fire extinguisher, ELT type/arming, first-aid, flotation if over water, winter gear if applicable. Brief passengers on exits, belts, and extinguisher location before engine start when they are aboard. AIM 6-2 covers ELT testing/false-alarm and SAR context at a services level—file and close flight plans; someone should know your route.

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Lost communications (VFR high level)

Primary: AIM 6-4; 14 CFR §91.185. Light signals: AIM 4-3-13 / §91.125 — details on /learn/communications/.

Transponder

If you lose two-way radio capability, set the transponder to Mode A/3 Code 7600 (AIM 6-4-2). You may not be in radar coverage—still fly the airplane and follow the VFR rule below.

VFR rule of thumb (regulatory)

§91.185(b) / AIM 6-4-1: If failure occurs in VFR conditions, or if VFR is encountered after failure, continue under VFR and land as soon as practicable.

“As soon as practicable” is judgment—not “as soon as possible at the nearest grass strip regardless of safety,” and not “continue the whole trip silently.” Land when you can do so safely without creating a worse hazard.

Towered airport / light gun (pointer)

If you arrive without a radio at a towered field, expect ATC light signals. Meanings are in 14 CFR §91.125 and AIM 4-3-13 (table). Acknowledge per AIM (day: rock wings / move ailerons-rudder as applicable; night: flash lights). Full light-gun table and pattern radio practices live on /learn/communications/.

AIM 4-2-13 also discusses remaining clear of Class D until you understand the flow when lost-comm near a tower—do not invent your own entry rules; review that AIM paragraph with your CFI.

Troubleshooting themes (not a checklist)

Before assuming total radio failure: volume, correct frequency, headset/mic, audio panel, stuck mic, circuit breakers per AFM. Try another radio or 121.5 if appropriate. AIM 6-4-3 discusses reestablishing contact (previous frequency, FSS, Guard)—use what the situation allows without neglecting aviate/navigate.

Out of scope

Full IFR lost-communications route and altitude rules under §91.185(c) (AVEF / MEA / EFC timing encyclopedia) are not expanded here. If you fly IFR, study that regulation with an instrument instructor. VFR private pilots should still recognize that IFR lost-comm exists so they do not give wrong oral answers—but this page stays VFR-practical.

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Declaring emergency / 7700 / 7600 / 7500 pointers

Distress vs urgency (AIM 6-3)

Use the frequency in use when able; 121.5 (and military 243.0) are available emergency frequencies (AIM 6-3-1). Message elements (AIM 6-3-2) include who you are calling, aircraft ID/type, nature of problem, intentions/request, position/heading, altitude, fuel in minutes, people on board, weather—as many as needed, preferably in that order.

Squawk codes (do not practice the bad ones)

7700: When you encounter distress/urgency and want to alert radar, squawk 7700 with Mode C and establish communications (AIM 6-2-2). Facilities get a special indicator—but you might be outside radar coverage, so keep trying to talk.

7600: Radio failure—see previous section.

7500: Special emergency only. Controllers may verify discreetly. Never select 7500 in training. Be careful when changing codes so you do not spin through emergency codes (AIM 4-1-20 caution—see communications page).

§91.3 — PIC authority (cite carefully)

14 CFR §91.3:

• (a) The PIC is directly responsible for, and the final authority as to, the operation of that aircraft.
• (b) In an in-flight emergency requiring immediate action, the PIC may deviate from any rule of Part 91 to the extent required to meet that emergency.
• (c) If you deviate under (b), you send a written report to the Administrator only upon request.

Instructor precision: §91.3(b) is real authority—not a license to be careless. Use it when needed; return to normal rules when the emergency no longer requires the deviation. Declaring an emergency to ATC and exercising §91.3(b) often travel together in hard cases, but “declare” and “deviate” are not identical acts.

AIM 6-4-1 notes that whether lost communications is an emergency is a pilot determination, and that §91.3(b) remains available when the situation dictates.

Radar assistance for VFR pilots in difficulty (AIM 6-2-1)

ATC can provide vectors/assistance when you can talk and are in coverage. Guidance remains advisory; you remain responsible for safe flight. Non-instrument-rated pilots should prefer a VFR course of action when one exists; if not, say so and declare distress rather than accept a vector into IMC you cannot handle.

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After the emergency (reports high level)

Once everyone is safe on the ground:

1. Secure the airplane and occupants; deal with fire/rescue as needed.
2. Do not become a second accident on the airport surface.
3. Notify whom you need: ATC/FSS if still airborne issues linger; airport management; your instructor/operator; insurance as appropriate.
4. Preserve wreckage/records if an NTSB event—49 CFR §830.10 themes (operator responsibility until NTSB takes custody)—do not “clean up” evidence casually after an accident.
5. NTSB notification (high level): 49 CFR §830.5 requires immediate notification by the most expeditious means for an aircraft accident or certain listed serious incidents, and for overdue aircraft believed involved in an accident. Current ROC contact is published by NTSB (commonly cited 844-373-9922)—verify on ntsb.gov before you need it.
6. Written reports: §830.15 — Form 6120.1 within 10 days after an accident (or after 7 days if overdue and still missing). For many §830.5(a) incidents, a written report is filed only if NTSB requests. Filing portals change—follow current NTSB instructions.
7. FAA §91.3(c) report: Only if the Administrator requests a written report of a Part 91 deviation made under emergency authority.
8. ASRS / safety reporting: NASA ASRS is a voluntary safety-reporting system—separate from NTSB/FAA mandatory processes. Useful for learning; not a substitute for required notifications.

Out of scope: full NTSB incident laundry list, insurance claim procedures, legal representation advice.

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Tie-ins: systems, aerodynamics, communications, preflight

Suggested study sequence (not a syllabus): systems mental models → aero energy/glide → this page’s priority frame → communications emergency hooks → dual scenarios in your airplane’s AFM.

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Common pitfalls

1. Memorizing a generic “engine failure checklist” from the internet instead of the AFM for the airplane you are flying.
2. Talking before flying — long MAYDAY while airspeed decays.
3. Turn-back after takeoff without make/model training — AFH’s warning exists for a reason.
4. Stretching the glide over obstacles to save the airplane; accepting an uncontrolled arrival.
5. Merging engine-fire start and in-flight procedures into one speech.
6. Resetting breakers / restoring electrical loads casually during smoke without AFM discipline.
7. Fixating on an open door or a warning light while attitude wanders (AFH door-open lesson).
8. Assuming lost-comm VFR means squawk 7600 and continue the cross-country — land as soon as practicable.
9. Practicing or accidentally selecting 7500.
10. Refusing to declare when help would reduce risk (“I don’t want the paperwork”).
11. Believing §91.3(b) requires an automatic written report every time — it is upon Administrator request.
12. Skipping passenger emergency briefings because “it’s a short hop.”
13. No flight plan / no person notified — SAR delay themes in AIM 6-2.
14. Treating AFH generic fire or descent prose as the AFM.

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FAQ

Q: Is there one FAA emergency checklist that works for every trainer?
A: No. AFH Ch. 18 is explicit: AFM/POH manufacturer procedures take precedence. This page teaches principles only.

Q: What should I memorize?
A: For your airplane: location of emergency checklists, true memory items the AFM designates, best-glide and other critical speeds, and the decision habits (aviate → navigate → communicate). Practice with a CFI.

Q: When should I turn back after an engine failure on takeoff?
A: Only when training and the situation show you can make a survivable return in that airplane under those conditions. AFH treats untrained low-altitude turn-backs as high risk; straight ahead (or slight turn) to a suitable area is often safer. No universal altitude number lives on this site.

Q: Do I have to declare an emergency to use §91.3(b)?
A: §91.3(b) authorizes deviation from Part 91 rules to the extent required for an in-flight emergency needing immediate action. Declaring to ATC is strongly encouraged when it helps get priority and assistance (AIM Ch. 6), but the regulation’s text is about meeting the emergency—not about radio phraseology. Ask your CFI how they want you to brief both.

Q: Squawk 7700 or talk first?
A: Aviate first. AIM 6-2-2: if you want to alert radar and cannot immediately establish communications, squawk 7700 and Mode C, and keep trying to talk. If already in contact, follow ATC instructions regarding the code unless you need the emergency squawk.

Q: Lost radio VFR—what is the legal baseline?
A: Continue under VFR and land as soon as practicable (§91.185(b) / AIM 6-4-1). Squawk 7600. Use light guns at towered fields (§91.125 / AIM 4-3-13).

Q: Where is the full light-gun table?
A: /learn/communications/ and AIM 4-3-13 / §91.125—not duplicated here.

Q: Does every emergency require an NTSB Form 6120.1 within 10 days?
A: No. Accidents have immediate notification (§830.5) and a written report timeline (§830.15). Many serious incidents require immediate notification, with a written report only if NTSB requests. Ordinary precautionary landings without accident/incident thresholds are different—know the definitions with your CFI/operator when something serious happens.

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Practice questions

1. In priority order, what three words summarize emergency cockpit discipline taught on this page?

Show answer

**Aviate, navigate, communicate.**

2. If AFH Ch. 18 and your AFM disagree on an engine-fire step, which wins?

Show answer

**The AFM/POH** (AFH Ch. 18 introduction).

3. True/False: A single best-glide KIAS published on a study site can be used for every trainer.

Show answer

**False** — best-glide *concept* is general; the speed is airplane-specific.

4. Name AFH’s three emergency-landing type labels (forced / precautionary / ?).

Show answer

Forced; precautionary; **ditching** (water).

5. Squawk code for two-way radio failure? For general emergency? Which code must never be used in training practice?

Show answer

**7600**; **7700**; **7500**.

6. Under §91.185 for VFR conditions after radio failure, what must the pilot do?

Show answer

Continue under **VFR** and **land as soon as practicable**.

7. Does §91.3(c) require a written report to the FAA after every use of emergency authority, or only upon request?

Show answer

**Only upon request** of the Administrator.

8. Why does AFH warn against an untrained turn-back after takeoff engine failure? Give at least two risks.

Show answer

Examples from AFH themes: altitude loss / inability to reach the field; accelerated stall in the turn; impact while banked; downwind landing with higher groundspeed/energy.

9. Why might engine-fire procedures during start differ from in-flight procedures?

Show answer

Different environment and options (ground evacuation vs continued flight / forced landing); AFM often publishes separate procedures—do not merge them.

10. ACS Area IX Task A primarily evaluates which maneuver family?

Show answer

**Emergency descent** (configuration/airspeed per POH/AFM for the evaluator’s scenario).

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