EMERGENCY CHECKLISTS FOR 1974 CESSNA 180J (AVIATE NAVIGATE COMMUNICATE)

Page 1 EMERGENCY CHECKLISTS FOR 1974 CESSNA 180J (AVIATE NAVIGATE COMMUNICATE) **PATIENT - NO PANIC - PERCEIVE - PROCESS - PERFORM** OPTIONS ARE MORE LIMITED IN IMC PASSENGERS SHOULD BE BRIEFED FOR EACH PHASE OF FLIGHT BEFORE ANY EMERGENCY OCCURS

CHECK LISTS IN PAGE ORDER Page 2 Page 3. n ENGINE FAILURE DURING TAKEOFF RUN n ENGINE FAILURE SOON AFTER TAKEOFF Page 4. n PARTIAL ENGINE POWER LOSS DURING FLIGHT Page 5. n ENGINE STOPPAGE DURING FLIGHT Page 6. n PRECAUTIONARY OFF-AIRPORT LANDING Page 7. n ENGINE FIRE DURING START ON GROUND Page 8. n ENGINE FIRE ON TAKEOFF RUN Page 9. n ENGINE FIRE IN FLIGHT Page 10. n ENGINE FIRE IN FLIGHT (continued) Page 11. n ELECTRICAL CABIN FIRE IN FLIGHT Page 12. n ELECTRICAL CABIN FIRE IN FLIGHT (continued) Page 13. n WING FIRE IN FLIGHT Page 14. n INADVERTENT ICING ENCOUNTER Page 15. NOTES ON ICING Page 16. n LOW or NO ENGINE OIL PRESSURE IN FLIGHT n PROP OVERSPEED IN FLIGHT n LANDING WITH FLAT MAIN TIRE Page 17. n LOSS OF ELECTRICAL POWER IN FLIGHT Page 18. n DITCHING in WATER

FOUR CRITICAL TURNOFFS (IMMF) Page 3 IGNITION SWITCH -- OFF MASTER/ALTERNATOR SWITCH -- OFF MIXTURE -- IDLE CUTOFF FUEL SELECTOR VALVE -- OFF n ENGINE FAILURE DURING TAKEOFF RUN Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / OTHER? Throttle -- IDLE Control Wheel -- FULL AFT Brakes -- APPLY AS REQUIRED (Avoid Nosing Over) If Crash Expected or When Stopped: Intentional Ground Loop to Avoid Frontal Crash? Mixture -- IDLE CUT-OFF n ENGINE FAILURE SOON AFTER TAKEOFF (If No Time For Restart) Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / FLIPPED? Airspeed -- 75 KIAS FLAPS UP (Best Glide) Navigate -- RETURN to AIRPORT? (Steep Turn Procedure? Wind? 500 Feet AGL?) FLY TOWARD FAVORABLE LOCATION? Mixture -- IDLE CUTOFF Doors -- UNLATCH and BLOCK OPEN IF POSSIBLE IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON SQUAWK 7700 TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION COMMUNICATE ON CURRENT FREQUENCY EXECUTE BEST EMERGENCY LANDING POSSIBLE Touchdown -- 3-POINT ATTITUDE FLAPS 40 @ SLOWEST SAFE SPEED Brakes -- APPLY HEAVILY (Stop ASAP on Unknown Terrain)

Page 4 n PARTIAL ENGINE POWER LOSS DURING FLIGHT (Carb Engine - CS Propeller) Manifold Pressure Loss? Air Intake Blockage? Carb Ice? Airspeed -- 75 KIAS FLAPS UP (Best Glide) Carb Heat -- MAXIMUM OPEN Throttle -- PUMP BACK AND FORTH 2 TIMES TO DISLODGE ICE ON BUTTERFLY SET FULL FORWARD If Power Restored, Monitor and Return to Normal Operation Fuel Feed Reduction? Airspeed -- 75 KIAS FLAPS UP (Best Glide) Fuel Selector Valve -- SWITCH TANKS If Power Restored, Monitor and Land as Soon as Practicable Ignition System Partial Failure? (Engine Monitor Installed?) Magneto Failure? Ignition Switch -- TURN TO LEFT and RIGHT TO IDENTIFY BAD MAG Ignition Switch -- TURN TO GOOD MAG ONLY (Erratic Mag Can Cause Engine Damage) Land as Soon as Practicable Spark Plug/s Failure? Ignition Lead/s Failure? Engine Monitor? -- Identify Cylinders with Bad Spark Plugs or Ignition Leads Mixture -- ENRICHEN (Rich Mixture is Easier to Ignite) Land as Soon as Practicable

n ENGINE STOPPAGE DURING FLIGHT Page 5 Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / FLIPPED? IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON (If Off-Airport)* * AFTER RESTART ATTEMPT? SQUAWK 7700 TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION COMMUNICATE ON CURRENT FREQUENCY TRY TO RESTART ENGINE? (DON T TRY If Serious Engine Problem is Obvious) RESTART PROCEDURE: (Prop will normally be wind milling - BAD Problem if Stopped?) Airspeed -- 75 KIAS FLAPS UP (Best Glide) Navigate -- ASSESS WIND GLIDE TOWARD FAVORABLE LOCATION or NEAREST AIRPORT Mixture -- IDLE CUTOFF (Prevent Backfire on Restart) Fuel Selector Valve -- ON BOTH Throttle -- PUSH FORWARD 1-INCH and LOCK Carb Heat -- FULL OPEN Primer -- IN and LOCKED Prop Control -- FULL AFT (Low RPM - Coarse Pitch) Ignition Switch -- BOTH (or START If Propeller is Stopped Very Unlikely) Mixture -- PUSH FORWARD GRADUALLY TO GET RESTART (Enrich) Throttle -- PUSH FORWARD GRADUALLY IF ENGINE FIRES Prop Control -- ADJUST RPM IF RESTART IS SUCCESSFUL: ASSESS CURRENT ENGINE PERFORMANCE and CAUSE of FAILURE RETURN TO NORMAL OPERATION? EXECUTE PRECAUTIONARY LANDING @ NEAREST or OFF-AIRPORT? IF RESTART IS NOT SUCCESSFUL: TRY PRIMING FOR INTERMITTENT POWER? EXECUTE EMERGENCY LANDING WITH NO ENGINE POWER Airspeed -- CONTINUE 75 KIAS FLAPS UP (Best Glide) Navigate -- CONTINUE TOWARD FAVORABLE LOCATION or NEAREST AIRPORT * * LEAVE These 3 ON UNTIL LANDING IF Mixture -- IDLE CUTOFF* PRIMING GIVES INTERMITTENT POWER * Prior to Landing: Doors -- UNLATCH and BLOCK OPEN if POSSIBLE Touchdown -- 3-POINT ATTITUDE FLAPS 40 @ SLOWEST SAFE SPEED Brakes -- APPLY HEAVILY (Stop ASAP on Unknown Terrain)

Page 6 n PRECAUTIONARY OFF-AIRPORT LANDING Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / FLIPPED? IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON? SQUAWK 7700? TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION? COMMUNICATE ON CURRENT FREQUENCY? Navigate -- ASSESS WIND FLY TOWARD NEAREST FAVORABLE LOCATION SELECT FIELD -- FLY OVER & STUDY TERRAIN and OBSTRUCTIONS PLAN SHORT FIELD APPROACH AND LANDING Prior to Landing: Doors -- UNLATCH and BLOCK OPEN if POSSIBLE Touchdown -- 3-POINT ATTITUDE FLAPS 40 @ SLOWEST SAFE SPEED Brakes -- APPLY HEAVILY (Stop ASAP on Unknown Terrain) ASAP After Touchdown: Throttle -- IDLE Mixture -- IDLE CUTOFF

Page 7 n ENGINE FIRE DURING START ON GROUND Pre-Briefed Passengers -- EXIT PROCEDURE / OTHER? Ignition Switch -- START (Continue Cranking to Obtain Start) IF ENGINE STARTS: Throttle -- POWER UP to 1700 RPM FOR 10 SECONDS SECURE ENGINE and FIGHT FIRE IF NECESSARY Throttle -- IDLE Mixture -- IDLE CUTOFF Passengers -- EXIT QUICKLY AND MOVE WELL AWAY FROM AIRCRAFT Fire Extinguisher -- EXTINGUISH FIRE AS NECESSARY IF SAFE TO DO SO Aircraft -- MOVE AWAY FROM OTHER AIRCRAFT or BUILDINGS? IF ENGINE DOES NOT START: Ignition Switch -- CONTINUE CRANKING FOR 10 to 15-SECONDS WITH: Throttle -- FULL FORWARD Mixture -- IDLE CUT-OFF SECURE ENGINE and FIGHT FIRE IF NECESSARY Throttle -- IDLE Passengers -- EXIT QUICKLY AND MOVE WELL AWAY FROM AIRCRAFT Fire Extinguisher -- EXTINGUISH FIRE AS NECESSARY IF SAFE TO DO SO Aircraft -- MOVE AWAY FROM OTHER AIRCRAFT or BUILDINGS?

Page 8 n ENGINE FIRE ON TAKEOFF RUN Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / OTHER? Brakes -- Apply as Required Throttle -- IDLE Mixture -- IDLE CUTOFF Passengers -- EXIT QUICKLY AND MOVE WELL AWAY FROM AIRCRAFT Fire Extinguisher -- EXTINGUISH FIRE AS NECESSARY IF SAFE TO DO SO

Page 9 n ENGINE FIRE IN FLIGHT (Good Ceiling and Visibility Below if IMC?) DO NOT TRY TO RESTART ENGINE Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / FLIPPED? Throttle -- IDLE Mixture -- IDLE CUTOFF Cabin Air -- CLOSE? Cabin Heat -- CLOSE Navigate -- ASSESS WIND FLY TOWARD FAVORABLE LOCATION or NEAREST AIRPORT Airspeed -- DIVE AT HIGHEST SAFE SPEED TO PUT OUT FIRE SLIP TO KEEP FIRE AWAY FROM CABIN IF ENGINE FIRE IS EXTINGUISHED: EXECUTE EMERGENCY LANDING WITH NO ENGINE POWER Cabin Air -- OPEN TO VENTILATE CABIN? Cabin Heat -- KEEP CLOSED Airspeed -- 75 KIAS FLAPS UP (Best Glide) IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON SQUAWK 7700 TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION COMMUNICATE ON CURRENT FREQUENCY BEFORE LANDING: Doors -- UNLATCH and BLOCK OPEN if POSSIBLE Touchdown -- 3-POINT ATTITUDE FLAPS 40 @ SLOWEST SAFE SPEED Brakes -- APPLY HEAVILY (Stop ASAP on Unknown Terrain) GO TO NEXT PAGE FOR ENGINE FIRE IS NOT EXTINGUISHED CHECKLIST

Page 10 n ENGINE FIRE IN FLIGHT (continued) IF ENGINE FIRE IS NOT EXTINGUISHED: Airspeed -- MAXIMUM SAFE KIAS for MAX DESCENT WITH FLAPS UP SLIP TO KEEP FLAMES AWAY FROM CABIN EXECUTE EMERGENCY LANDING WITH NO ENGINE POWER IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON SQUAWK 7700 TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION COMMUNICATE ON CURRENT FREQUENCY Airspeed -- SLOW TO APPROACH SPEED STILL SLIPPING AS NECESSARY Navigate -- LAND ASAP -- PILOTS CAN T BE TOO CHOOSY WHEN ON FIRE Cabin Air -- OPEN TO VENTILATE CABIN? Window/Door -- OPEN TO VENTILATE CABIN? Cabin Heat -- KEEP CLOSED LANDING: Doors -- UNLATCH and BLOCK OPEN if POSSIBLE Touchdown -- 3-POINT ATTITUDE FLAPS 40 @ SLOWEST SAFE SPEED Brakes -- APPLY HEAVILY (Stop ASAP) EXIT QUICKLY AND MOVE WELL AWAY FROM AIRCRAFT Fire Extinguisher -- USE ONLY IF SAFE TO DO SAFE

Page 11 n ELECTRICAL CABIN FIRE IN FLIGHT Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / FLIPPED? Avionics Master Switch -- OFF (May Want to Turn This Back ON SEPARATELY) ALL Individual Electrical & Radio Switches (Except Ignition Switch) -- OFF Cabin Heat -- CLOSE Cabin Air Vents -- OPEN Fire Extinguisher -- USE AS REQUIRED IF CABIN FIRE IS NOT EXTINGUISHED: EXECUTE EMERGENCY DESCENT and LANDING Navigate -- ASSESS WIND SELECT NEAREST LANDING OPTION Airspeed -- MAXIMUM SAFE KIAS for MAX DESCENT WITH FLAPS UP LAND ASAP PILOTS CAN T BE TOO CHOOSY WHEN ON FIRE IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON SQUAWK 7700 TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION COMMUNICATE ON CURRENT FREQUENCY LANDING: Airspeed -- SLOW TO APPROACH SPEED Doors -- UNLATCH and BLOCK OPEN if POSSIBLE Touchdown -- 3-POINT ATTITUDE FLAPS 40 @ SLOWEST SAFE SPEED Brakes -- APPLY HEAVILY (Stop ASAP) Mixture -- IDLE CUTOFF EXIT QUICKLY AND MOVE WELL AWAY FROM AIRCRAFT Fire Extinguisher -- USE ONLY IF SAFE TO DO SO GO TO NEXT PAGE FOR CABIN FIRE IS EXTINGUISHED CHECKLIST

Page 12 n ELECTRICAL CABIN FIRE IN FLIGHT (continued) IF CABIN FIRE IS EXTINGUISHED: Cabin Air -- KEEP OPEN Window/Door -- OPEN TO VENTILATE CABIN? Cabin Heat -- KEEP CLOSED IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON? SQUAWK 7700? TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION? COMMUNICATE ON CURRENT FREQUENCY? EXECUTE EMERGENCY LANDING OFF-AIRPORT? EXECUTE PRECAUTIONARY LANDING @ NEAREST AIRPORT? TROUBLESHOOT PROBLEM and CONTINUE FLIGHT? TROUBLESHOOT: Circuit Breakers -- CHECK FOR POPPED CB. DO NOT RESET CBs Master/Alternator Switch -- ON Avionics Master Switch -- ON? Radio & Electrical Switches -- TURN ON ONLY ESSENTIAL UNITS ONE AT A TIME with Delay After Each Until Short Circuit is Identified ASSESS RESULTS AND MAKE LANDING & COMMUNICATION DECISIONS

n WING FIRE IN FLIGHT Page 13 Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / FLIPPED? Pitot Heat Switch -- OFF Navigation Light Switch -- OFF Wing Strobe Light Switch -- OFF EXECUTE EMERGENCY DESCENT Airspeed -- MAXIMUM SAFE KIAS for MAXIMUM DESCENT WITH FLAPS UP SLIP to KEEP FIRE AWAY FROM FUEL TANK and CABIN IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON SQUAWK 7700 TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION COMMUNICATE ON CURRENT FREQUENCY? IF FIRE IS EXTINGUISHED: EXECUTE PRECAUTIONARY LANDING @ NEAREST or OFF-AIRPORT ASAP IF FIRE IS NOT EXTINGUISHED: Navigate -- ASSESS WIND SELECT NEAREST LANDING OPTION LAND ASAP -- PILOTS CAN T BE TOO CHOOSY WHEN ON FIRE Airspeed -- SLOW TO APPROACH SPEED LANDING: Doors -- UNLATCH and BLOCK OPEN if POSSIBLE Touchdown -- 3-POINT ATTITUDE FLAPS 40 @ SLOWEST SAFE SPEED Brakes -- APPLY HEAVILY (Stop ASAP on Unknown Terrain) Throttle -- Idle Mixture -- IDLE CUTOFF EXIT QUICKLY AND MOVE WELL AWAY FROM AIRCRAFT Fire Extinguisher -- USE ONLY IF SAFE TO DO SO

n INADVERTENT ICING ENCOUNTER (Always Have an OUT!) AVOID USING FLAPS! DO NOT USE AUTOPILOT! Page 14 Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / OTHER?.. Is Ice CLEAR? RIME? MIXED? FREEZING RAIN?.. Freezing rain means a Temperature Inversion. Climb?.. Pitot Heat Switch -- ON.. Cabin Heat -- FULL ON.. Windshield Defroster -- FULL OPEN.. Engine RPM -- MAXIMUM (To Minimize Ice Build-Up on Propeller Blades).. Prop Control -- FULL FORWARD (Fine Pitch).. Communicate -- ELT - TURN ON? SQUAWK 7700? TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION? COMMUNICATE ON CURRENT FREQUENCY?.. REVERSE COURSE for higher OAT? (Need > 0 C / 32 F).. CHANGE ALTITUDE for higher OAT?.. Increase Throttle Setting If Induction Air Filter Icing Reduces Manifold Pressure.. Activate Carb Heat If Necessary (Expect MP Decrease of 1 To 2 ).. Use Alternate Air To Avoid Blocked Static Port Problem.. ¼ inch or More Ice on Wings = Higher Stall Speed.. May Need To Descend At Full Power To Prevent Wing Stall.. Ice on Horizontal Stabilizer = Loss of Elevator Effectiveness and Down Force.. EXECUTE PRECAUTIONARY LANDING at NEAREST AIRPORT?.. EXECUTE EMERGENCY LANDING OFF-AIRPORT?.. Be Prepared To Land at High Speed With Visibility Only Out Side Windows. Approach Speed = 80 to 90 KIAS. NO FLAPS!. Perform SLIP For Visibility. WHEEL LANDING Recommended TAIL STALL RECOVERY:.. Pitch control forces become abnormal and/or buffet in control column (not the airframe)? Nose Pitches Down 1. If Flaps are being used, immediately raise flaps to previous setting or NO FLAPS. 2. Pull aft on the yoke. LOT of Force may be required. 3. Reduce power if altitude permits; otherwise maintain power. 4. Do not increase airspeed unless it is necessary to avoid a wing stall. SEE ICING NOTES ON NEXT PAGE

Page 15 NOTES ON ICING 1. Know Cloud Tops, Bases, Likelihood of Moist or Dry clouds, where Warmer Air is. Air Mass Clouds? Frontal Clouds? 2. PIREPS? 3. Frost, snow, and ice accumulations on the leading edge or upper surface of the wing no thicker or rougher than a piece of coarse sandpaper can reduce lift by 30 percent and increase drag up to 40 percent. Larger accretions can reduce lift even more and can increase drag by 80 percent or more. Remove ALL frost and snow before flight. 4. Dry Snow doesn t stick, but Wet Snow will. 5. Icing is worse near cloud tops. 6. The horizontal stabilizer balances the tendency of the nose to pitch down by generating downward lift on the tail of the aircraft. When the tail stalls, this downward force is lessened or removed, and the nose of the airplane can severely pitch down. Because the tail has a smaller leading edge radius and chord length than the wings, it can collect proportionately two to three times more ice than the wings. Tail ice accumulation is usually unseen by the pilot. 7. Tail Stall is sensed by pitch control forces becoming abnormal and/or buffet in the control column (not the airframe). Recovery from a tail stall is exactly opposite the traditionally taught wing stall recovery. In a wing stall, airflow must be restored to the wing s upper airfoil surface. In a tail stall, airflow must be restored to the tail s lower airfoil surface. Flaps cause Tail Stall problems. 8. TRACE: Ice becomes perceptible. Accumulation Rate slightly greater than sublimation. 9. Light: Rate of accumulation may create a problem if flight is prolonged (over one hour). No problem if deicing/anti-icing equipment is used. 10. Moderate: Accumulation rate is hazardous and use of deicing/anti-icing equipment or flight diversion is necessary. 11. Severe: Accumulation rate is such that deicing/anti-icing equipment fails to control the hazard. Immediate flight diversion is necessary.

n LOW or NO ENGINE OIL PRESSURE IN FLIGHT? Page 16 Oil Temperature Gage -- MONITOR TO SEE IF OIL TEMPERATURE INCREASES Engine Monitor/CHT Gage -- MONITOR TO SEE IF CHTs INCREASE Are Oil Temperature and CHTs INCREASING? ENGINE SEIZURE IS IMMINENT EXECUTE AN OFF-AIRPORT or NEAREST AIRPORT LANDING ASAP Are Oil Temperature and CHTs NOT INCREASING? Oil Pressure Relief Valve Is Probably Held Open by Foreign Object LAND AS SOON AS PRACTICABLE n PROP OVERSPEED IN FLIGHT Throttle -- IDLE Propeller Control -- FULL AFT (Coarse Pitch) Oil Pressure -- NORMAL? Airspeed -- REDUCE Throttle -- BELOW 1700 RPM LAND AS SOON AS PRACTICABLE n LANDING WITH FLAT MAIN TIRE Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / FLIPPED? LAND on GRASS if SAFE AREA IS AVAILABLE.. Communicate -- ELT - TURN ON? SQUAWK 7700? TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION? COMMUNICATE ON CURRENT FREQUENCY? Master/Alternator Switch -- OFF Before Landing (Also Disables Avionics Master Switch) Runway -- LAND ON SIDE OPPOSITE FLAT TIRE Touchdown -- 2-POINT ATTITUDE FLAPS 40 @ SLOWEST SAFE SPEED Aileron Control -- HOLD FLAT TIRE OFF AS LONG AS POSSIBLE Brakes -- AS REQUIRED TO MAINTAIN DIRECTIONAL CONTROL ASAP After Touchdown Mixture -- IDLE CUTOFF

Page 17 n LOSS OF ELECTRICAL POWER IN FLIGHT (May Have Only 30 Minutes of Power) Ammeter -- CHARGE? OVER-CHARGE? DISCHARGE? INTERMITTENT CHARGE? If Ammeter is Seriously Over-Charging:. ALT Side of Split Master Switch -- TURN OFF (Supplies Field Current to ALT). Reduce Electrical Load to Absolute Minimum. If Possible, Use Electric Power Only in Short Intervals. Land as Soon as Practicable If ALT CB Tripped:. Turn OFF All Electrical Switches Except Essential. RESET Alternator CB ONCE If ALT CB Fails to RESET:. ALT Side of Split Master Switch -- TURN OFF (Supplies Field Current to ALT). Reduce Electrical Load to Absolute Minimum. If Possible, Use Electric Power Only in Short Intervals. Land as Soon as Practicable Over-Voltage Warning Light ON? (Field Current to ALT is Lost). OV Sensor Anomaly?. Turn OFF ALT Half of Split Master Switch and Turn Back ON. OV Warning Light Remains OFF?. Continue Flight and Monitor System. Over-Voltage Light Comes Back ON?. Actual Electrical Overload?. Turn OFF Non-Essential Electric Loads. Turn OFF ALT Half of Split Master Switch and Turn Back ON. OV Warning Light Remains OFF?. Continue Flight with Reduced Electrical Load. Over-Voltage Light Comes Back ON a Second Time?. ALT Side of Split Master Switch -- TURN OFF (Supplies Field Current to ALT). Reduce Electrical Load to Absolute Minimum. If Possible, Use Electric Power Only in Short Intervals. Land as Soon as Practicable Voltage Level is Lower Than Normal?. Diode/s in Alternator May Have Shorted. Battery Will Drain Slowly. Land when Practicable POSSIBLE FAULTS: 1. Bad Alternator 2. Bad Wiring 8.?????? 3. Bad Circuit Breaker 4. Bad Battery 5. Bad Over-Voltage Sensor 6. Loose or Broken Alternator Drive Belt 7. Bad Voltage Regulator (VR controls field current to alternator that in turn controls current produced by alternator.)

Page 18 n DITCHING (Wear Lifebelts + Wet Suit? - Life Raft - Signal Devices - PLB) Pre-Briefed Passengers -- BRACE / CUSHION HEAD / EXIT PROCEDURE / FLIPPED? EXPECT SHORT SURVIVAL TIME IN COLD WATER EXPECT FIXED LANDING GEAR TO FLIP AIRCRAFT ON BACK BE PREPARED TO EXIT FROM UPSIDE DOWN POSITION DO NOT INFLATE LIFE VESTS IN CABIN HAVE EASY ACCESS TO LIFE RAFT and OTHER VALUABLES IF TIME PERMITS (ONE OR MORE): Communicate -- ELT - TURN ON SQUAWK 7700 TRANSMIT MAYDAY ON 121.5 WITH CURRENT POSITION COMMUNICATE ON CURRENT FREQUENCY LANDING: Doors -- UNLATCH and BLOCK OPEN if POSSIBLE Airspeed -- 5 to 10 KNOTS ABOVE STALL (DON T STALL!) Flaps -- FULL 40 DOWN Touchdown -- LIGHT TO MODERATE WINDS: LAND PARALLEL with WAVES (Crosswind) BEST -- LAND on WAVE CREST NEXT BEST -- LAND in WAVE TROUGH STRONG WIND: LAND PERPENDICULAR to WAVES INTO WIND TOUCH DOWN JUST PAST CREST OF WAVE (IF WAVES ARE CLOSE TOGETHER, DUH!) END 10/10/12 (SEE EMERGENCY DITCH.pdf Illustration)