- Record of Amendments
- Chapter 1
- Chapter 2
- Chapter 3
- Chapter 4
- Chapter 5
- Chapter 6
- Chapter 7
- Chapter 8
- Chapter 9
Also available in PDF and RTF Formats
Objectives — Obviously, the primary objective in dealing with an Abnormal or Emergency situation is to complete the operation safely. To achieve this primary objective other goals need to be pursued and tenets observed, depending on the situation. The following is a partial list. Depending on the circumstance others may need to be developed to meet the needs imposed by the situation.
- The abnormality or emergency should be mitigated such that Aeroplane operation is returned to as close to normal as possible.
- Although it is usually desirable to complete abnormal and emergency procedures quickly, it is more important that they be done correctly.
- The safety of passengers and persons on the ground is the first priority. The safety of the crew is the second priority. The third priority is the protection of property and the Aeroplane.
- Aural and Visual Indications — An aural alarm should be silenced as soon as the situation that the alarm applies to is clearly recognized. Visual caution and warning indications should be cancelled and re-armed as soon as practical after they are triggered. The condition that caused the indication should be determined before further action.
Automatic Protection Devices and Systems — Reset of a service that has been disabled by an automatic protection device or system is subject to the limitations in the following paragraphs:
- If a failed system is required for the completion of the flight, an attempt may be made to return it to service. If it is not required, the system should remain out of service.
- Unless otherwise indicated in the SCSOPs, checklists, or AFM, a circuit breaker that has opened should be reset a maximum of once to attempt to return a needed item to service. If the circuit breaker opens a second time no attempt should be made to reset it.
- A generator that has tripped may only be reset once unless otherwise specified in the SCSOPs, checklist, or AFM.
Pilot Coordination - General — The importance of a pilot dealing with an abnormal or emergency situation cannot be overstated. The general sequence for handling an abnormal or emergency situation is described in the following paragraphs.
- The pilot should make the applicable call either identifying the condition or initiating the appropriate immediate action.
- The Pilot should initiate for the applicable drill or check.
- As soon as practical after the initial actions are taken to respond to an abnormal situation, all crew members and the passengers should be apprised of the situation and planned action.
Pilot Coordination - External Communication — During normal operations the Pilot is tasked with timely routine communication to ATC and other agencies. During the handling of emergency or abnormal situations the Pilot may be fully occupied with other duties. Therefore, during abnormal procedures the protocols described in the following paragraphs should be observed.
- During the drill portion of an emergency procedure, external communication is to be delayed until the drill is complete.
- During the completion of the check portion of an emergency or abnormal procedure the Pilot should handle the external communication.
Pilot Coordination - Internal Communication — During an abnormal or emergency situation effective internal communication is necessary for dealing with the situation, preventing it from becoming worse, and to reduce the unfavourable impact of events. The following areas of internal communications are relevant.
[Delete this section if your operation does not make use of crew members other than Flight Crew.]
Crew Members — Crew members other than pilots do require information to carry out their duties. The pilot shall provide certain key information to other crew as soon as the initial actions for an emergency or abnormal situation are done. Due to high workload it may be necessary for crew members to actively extract from the flight crew the information that they require. The general information that the crew members will need to know is discussed in the section titled "Common Procedures, Emergency Landing."
[Additional information about communication with passengers during abnormal and emergency situations is available from the Passenger/Cabin Safety section of your regional office.]
- Passengers — Passengers have a need and a right to know what is happening in an emergency situation. As soon as practical after the initial actions are taken to safeguard the flight, the passengers should be provided with an honest and accurate summary of the situation. [Modify the next sentence to suit your operation depending on whether or not you carry crew other than the pilots.] Although the initial situation briefing may be provided to the passengers by any crew member, at some point the Pilot should speak to them personally. Guidance on information to be provided to passengers is found in the section titled "Common Procedures, Emergency Landing."
[The contents of the following subsection may need to be modified for your operation. Consider such factors as:
- location of controls and switches;
- availability of flight instrument displays;
- experience of flight crews.]
- Crew Members — Crew members other than pilots do require information to carry out their duties. The pilot shall provide certain key information to other crew as soon as the initial actions for an emergency or abnormal situation are done. Due to high workload it may be necessary for crew members to actively extract from the flight crew the information that they require. The general information that the crew members will need to know is discussed in the section titled "Common Procedures, Emergency Landing."
- Pilot Coordination - Aeroplane Control — Except where the malfunction of Aeroplane controls prevents it, the pilot should control the Aeroplane manually during the initial corrective actions. In many cases experience that a Pilot possesses may be better employed in overall management of an abnormal or emergency condition than in the manipulation of flight controls. Also, within the limitations described in the AFM, the autoflight system should be used to reduce pilot workload.
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