Section VI

Emergency procedures

Brake failure

Although brake failure is infrequent in any aircraft, landing without brakes is no problem in the AA-5. If a break failure is detected, proceed to the nearest airport with adequate runway lengh to accommodate an emergency brake-failure landing. It s recommended, with a single break failure, that neither brake be utilized during landing and roll-out.

Plan the touchdown near the approach end of the runway. The aircraft nose should be aligned with the runway centerline. Use minimum safe airspeeds for existing conditions. Maintain directional control straight down the runway with use of rudder only. Allow the airplane to roll to a stop without the use of breaks. The engine may have to be stopped (with mixture control) to stop the ground roll. Request assistance from the appropriate ground control authority, and it is recommended that towing to a parking area be accomplished with hand tow or "tug".

Low oil pressure/Engine overheat

A low oil pressure reading may be caused by malfunction of the indicating system, oil pump failure, or loss of oil. Monitore the oil temperature gauge for a marked increase in temperature. If no temperature change is detected, the failure is most likely in the oil pressure indicating system. Proceed to the nearest airport, land, check the oil level and determine the difficulty.

In flight, if the oil pressure indication is low and is confirmed by high oil temperatures, reduce power and proceed to the nearest airport or suitable landing area. If possible, notify the nearest ATC radio facility of your difficulty and land.

Remember: A thorough and complete preflight will usually prevent low-oil pressure emergencies.

Electrical system malfunction

The ammeter system on the AA-5 indicates current flow to or from the battery. During normal operation, with a fully charged battery, the ammeter will indicate near zero or slightly towards the charge side. This indication will be true even all electrical systems are energized, unless the capacity of the alternator (60 amps) has been exeeded. Failure of the alternator is easily detected since the ammeter will show discharge to the extent of the loads being applied.

Should a component of a electrical system fail (landing light, radio, turn and bank indicator, etc.) visually check the related circuit protector and replace or reset it as required.

If the alternator circuit breaker opens (pops out), wait 15 seconds then reset by pushing the circuit breaker back into position. If either fuses or circuit breakers continue to indicate a malfunction, turn off the electrical component causing the problem or turn off the alternator switch respectively, and land at an airport for electrical system inspection.

Excessive battery charging rate (1972 Models)

If a sustained high battery charging rate (more than two needle widths), caused by a faulty voltage regulator, is noted on a long flight, a higher than normal voltage in the electrical system is possible and can adversely affect the electronic components and cause the battery to overheat and evaporate the electrolyte at an excessive rate. In this event, turn off the alternator switch and use only the minimum electrical components to conserve the battery. Reactivate the alternator switch only as required for emergency power to complete the flight.

Note
Malfunctions caused by electrical shorts will cause the related fuse or circuit breaker to open.

Overvoltage Protection (1973 & on)

Overvoltage protection is privided ba a diod attached to the field circuit breaker forward of the instrument panel. A sustained overvoltage condition will result in failure of the diode and subsequent opening of the alternator field circuit breaker. The breaker will not reset until the fault is corrected and the diode replaced.

Insufficient output

If the ammeter shows discharge, and alternator failure has occured, or the electrical system load exceeds the output of the alternator. The alternator switch must be on. To determine if the alternator capacity has been exceeded, turn off the accessories one at a time and note if ammeter moves towards the charge side. No change in the ammeter indicates the alternator is not charging.

Enging failure

Engine failures are very rare in modern aircraft. Should an engine failure occure, the basic procedures listed below may be a useful guide:

1. Establish best glide speed of 80 MPH for best range.
2. Check wind direction for landing.
3. Pick a suitable landing area and plan an approach.
4. Check fuel and switch the tank selector to the opposite tank if it contains fuel. Check fuel pressure and turn on electrick fuel pump if necessary.
Mixture - rich
Carburetor heat - ON
Magnetos - check right and left. If engine runs on either one, leave switch on that magneto.
5. If the engine does not start promptly, attention should be shifted to the forced landing procedure.
6. Notify ATC of your location and problem.
7. Fuel selector OFF; mixture to idle cut-off; turn ignition OFF; flaps as needed; and the master switch OFF.
8. Complete the landing and secure the aircraft. Notify ATC by telephone of your situation and location.

Windshield obscuration

A windshield obsuration caused by ice or moisture condensation may be encountered. Turn cabin heat and defroster full ON to clear the windshield of moisture. If obscuration persists, open the canopy, and proceed to the nearest airport. A safe landing may be accomplished by using a forward slip to a landing while looking through the opening in the canopy.

Ground fires

Ground fires may be caused by over-priming the engine. Proper starting procedure, outlined on page 3-1, will help prevent fires when starting engine.

Should a ground fire occur, the following procedure are suggested:

1. Keep the engine running to ingest the flames into carburetor.
Increasing engine RPM may help.
2. Dispatch ground personnel for fire equipment.
3. When assistance arrives, turn fuel selector valve OFF.
Let engine stop due to fuel starvation.
4. If no assistance is available or the fire is beyond control, turn the fuel selector valve OFF, mixture OFF. ABANDON AIRCRAFT.

In-Flight engine fires

In-flight engine fires in today�s modern aircraft are extremely rare and it should be noted that the presence of smoke does not always mean that a flaming fire exists. As an example, it may be engine oil on the exhaust system. If, in the pilots judgement, an engine fire exists the following procedures are suggested:

1. Fuel selector: OFF
2. Mixture: Idle cut-off
3. Cabin heat control: OFF
4. Establish a maximum safe rate of descent. Increasing speed may blow the fire out.
5. Side slip maneuvers may be used, as necessary, to direct flames away from cabin area.
6. Select a suitable field for a forced landing.
7. Notify ATC if possible.
8. Turn master switch OFF and complete the forced landing.
Do not attempt to restart the engine.

In-Flight electrical fires

Indication of In-flight electrical fires may be wisps of smoke or the smell of hot or burning insulation. Should an electrical fire develop, the following procedures are suggested:

1. Master switch: OFF
2. All electrical switches: OFF
3. Ignition switch: ON
4. Cabin air vents: OFF (If ventilation is necessary, the cabon air vent may be opened for brief periods. Under these conditions the canopy may be cracked or opened as required.)
5. Proceed to nearest suitable airport for landing.

If electrical power is necessary for safety of flight under the above conditions, the following procedures are recommended:

1. Disengage and isolate each power circuit.
2. Master switch: ON
3. Engange each electrical circuit separately. Allow sufficient time to analyze for faulty operation.
4. Analyze each circuit separately until the malfunctioning system is detected. DO NOT disengage circuits that are determined to be functioning properly.
5. Disengage faulty circuit and report any problems to ATC.
6. If necessary, proceed to nearest suitable airport and land.

Blown tires

If a landing is to be made with a blown tire, the following procedures are suggested:

Main tires:

1. Plan your approach with a slightly long final for a slow rate of descent.
2. Approach at the slowest safe speed for the conditions.
A power on approach is recommended.
3. Touch down on the good tire only. Use power to cushion the landing (this is the time for a greaser). Allow the nose wheel to touch down.
4. Hold the blown tire off the ground with ailerons as long as possible.
5. After the blown tire has touched down, allow the aircraft to roll to a stop, lightly and intermittently applying the brakes on the "good" tire to maintain directional control.

Nose tire:

1. Plan a slightly long, power-on approach for a slow rate of descent.
2. Touch down in a slightly nose-high attitude at a safe air speed.
3. Gently lower the nose wheel as the air speed decreases to the point at which elevator control is lost, thereby averting the hard impact when the nose "falls through".
4. After the nose wheel touches down, allow the aircraft to roll to a stop without the use of breaks. Use of breakes places additional weight on the defective nose gear tire.

Icing conditions

Carburetor ice may be encountered at any time. The first indication of carburator ice in the AA-5 should be a slight drop in engine RPM. Slight engine roughness may or may not accompany this engine RPM drop. If carburator icing is suspected, the following procedures are suggested:

1. Slowly apply full carburator heat. Engine roughness may then occur due to an over-rich mixture or water from the melting ice.
2. Continious engine operation with carburator heat ON is not recommended due to the decrease in engine efficiency.

Flying in known icing conditions is prohibited by FAA regulations.

However, should wing icing occur the following procedures are suggested:

1. Turn pitot heat ON.
2. Turn windshield defroster full ON.
3. If IFR or under control of an in-flight ground facility, notfy them of the condition and request assistance. A change of altitude, if possible, or reversing cours to fly out of the icing conditions may be desirable.
4. Pilot technique is important in this situation:

a. Increase and decrease engine RPM to keep propeller clear of ice.
b. Increase air speed if possible. This technique reduces angel of attack exposing less surface area for ice accumulation.
c. Do not extend flaps. A clean configuration will expose less surface to ice and will prevent a change in air flow over the tail surfaces.

5. Monitot engine RPM for any indicaton of carburator ice. (Refere to carburator ice procedures.)
6. Plan a landing at the first suitable airport. The following procedures are suggested:

a. If the windshield is obstructed, the canopy may be opened to improve visibility. A forward slip may be helpful.
b. Remember that ice accumulation increases wing loading, decreases performance, decreases range and increases stall speeds. When landing, plan a slightly higher than normal air speed during landing approach. Guard against increased stall speed created by the above mentioned conditions. Touch down in a level attitude.

REMEMBER: Flying in icing conditions is NOT APPROVED !

Emergency Locator Transmitter operation

(Factory installed modell)

In the event of an inadvertant landing in a remote area, the emergency locator transmitter will automatically be activated by a deceleration of 5 G�s along the flight axis of the aircraft or it can be manually activated by removing the left side empennage inspection cover and moving the transmitter control switch to "on" position. The lower attach holes in the inspection cover are slotted to allow emergenca removal of the cover without the use of tools by pulling it up at this point. The transmitter emits a signal on the standart aircraft emergency frequencies of 121.5 / 243.0 MHz and the self contained batteries have power to provide operation for a minimum of 48 hours.