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Inadequate engine cooling Reduce power. Increase airspeed.
Detonation or preignition Observe cylinder head temperatures for
high reading. Reduce manifold pressure.
Enrich mixture.
Forth coming internal engine faiure Land as soon as possible or feather
propeller and stop engine.
Land as soon as possible or feather
propeller and stop engine.
Defective thermostatic oil cooler control Land as soon as possible. Consult
maintenance personnel.
Low oil temperature Engine not warmed up to operating
temperature
Warm engine in prescribed manner.
High oil pressure Cold oil Same as above.
Same as above.
Same as above.
Same as above.
Same as above.
Same as above.
Possible internal plugging Reduce power. Land as soon as possible.
Low oil pressure Broken pressure relief valve
Insufficient oil
Burned out bearings
Fluctuating oil pressure Low oil supply, loose oil lines, defective
pressure relief valve
Improper cowl flap adjustment Adjust cowl flaps.
Adjust cowl flaps.
Insufficient airspeed for cooling Increase airspeed.
Improper mixture adjustment Adjust mixture.
Detonation or preignition Reduce power, enrich mixture, increase
cooling airflow.
Low cylinder head temperature
High cylinder head temperature
Excessive cowl flap opening
Excessively rich mixture Adjust mixture control.
Exteneded glides without clearing engine Clear engine long enough to keep
temperatures at minimum range.
Ammeter indicating discharge Alternator or generator failure Shed unnecessary electrical load. Land
as soon as practicable.
Load meter indicating zero Same as above
Surging r.p.m. and overspeeding Defective propeller
Defective propeller governor
Adjust propeller r.p.m.
Defective engine Consult maintenance.
Consult maintenance personnel.
Consult maintenance.
Adjust propeller control. Attempt to
restore normal operation.
Defective tachometer
Improper mixture setting Readjust mixture for smooth operation.
Adjust mixture for smooth operation.
Loss of airspeed in cruise flight with
manifold pressure and r.p.m. constant
Possible loss of one or more cylinders Land as soon as possible.
Rough running engine Improper mixture control setting
Defective ignition or valves
Detonation or preignition Reduce power, enrich mixture, open cowl
flaps to reduce cylinder head temp. Land
as soon as practicable.
Induction air leak Reduce power. Consult maintenance.
Plugged fuel nozzle (Fuel injection)
Excessive fuel pressure or fuel flow Lean mixture control.
Loss of fuel pressure Engine driven pump failure Turn on boost tanks.
No fuel Switch tanks, turn on fuel.
Table 1.
Ch 16.qxd 5/7/04 10:30 AM Page 16-13
16-14
The first steps necessary for surviving an encounter
with instrument meteorological conditions (IMC) by a
VFR pilot are:
• Recognition and acceptance of the seriousness of
the situation and the need for immediate remedial
action.
• Maintaining control of the airplane.
• Obtaining the appropriate assistance in getting the
airplane safely on the ground.
RECOGNITION
A VFR pilot is in IMC conditions anytime he or she is
unable to maintain airplane attitude control by reference
to the natural horizon, regardless of the circumstances
or the prevailing weather conditions. Additionally, the
VFR pilot is, in effect, in IMC anytime he or she is inadvertently,
or intentionally for an indeterminate period of
time, unable to navigate or establish geographical
position by visual reference to landmarks on the
surface. These situations must be accepted by the pilot
involved as a genuine emergency, requiring appropriate
action.
The pilot must understand that unless he or she is
trained, qualified, and current in the control of an airplane
solely by reference to flight instruments, he or she
will be unable to do so for any length of time. Many
hours of VFR flying using the attitude indicator as a
reference for airplane control may lull a pilot into a false
sense of security based on an overestimation of his or
her personal ability to control the airplane solely by
instrument reference. In VFR conditions, even though
the pilot thinks he or she is controlling the airplane by
instrument reference, the pilot also receives an overview
of the natural horizon and may subconsciously rely on it
more than the cockpit attitude indicator. If the natural
horizon were to suddenly disappear, the untrained
instrument pilot would be subject to vertigo, spatial
disorientation, and inevitable control loss.
　
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