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the pilot should consider that unless the fire is electrical
in nature, or a crash landing is imminent, deactivating
the electrical system prevents the use of panel radios
for transmitting distress messages and will also cause
air traffic control (ATC) to lose transponder returns.
Pilots of powerless single-engine airplanes are left
with no choice but to make a forced landing. Pilots of
twin-engine airplanes may elect to continue the flight
to the nearest airport. However, consideration must be
given to the possibility that a wing could be seriously
impaired and lead to structural failure. Even a brief but
intense fire could cause dangerous structural damage.
In some cases, the fire could continue to burn under
the wing (or engine cowling in the case of a singleengine
airplane) out of view of the pilot. Engine
compartment fires which appear to have been
extinguished have been known to rekindle with
changes in airflow pattern and airspeed.
The pilot must be familiar with the airplane’s emergency
descent procedures. The pilot must bear in mind
that:
• The airplane may be severely structurally damaged
to the point that its ability to remain under
control could be lost at any moment.
• The airplane may still be on fire and susceptible
to explosion.
• The airplane is expendable and the only thing that
matters is the safety of those on board.
ELECTRICAL FIRES
The initial indication of an electrical fire is usually the
distinct odor of burning insulation. Once an electrical
fire is detected, the pilot should attempt to identify the
faulty circuit by checking circuit breakers, instruments,
avionics, and lights. If the faulty circuit cannot be readily
detected and isolated, and flight conditions permit,
the battery master switch and alternator/generator
switches should be turned off to remove the possible
source of the fire. However, any materials which have
been ignited may continue to burn.
Figure 16-6. Emergency descent.
Ch 16.qxd 5/7/04 10:30 AM Page 16-7
16-8
If electrical power is absolutely essential for the flight,
an attempt may be made to identify and isolate the
faulty circuit by:
1. Turning the electrical master switch OFF.
2. Turning all individual electrical switches OFF.
3. Turning the master switch back ON.
4. Selecting electrical switches that were ON before
the fire indication one at a time, permitting a short
time lapse after each switch is turned on to check
for signs of odor, smoke, or sparks.
This procedure, however, has the effect of recreating
the original problem. The most prudent course of
action is to land as soon as possible.
CABIN FIRE
Cabin fires generally result from one of three sources:
(1) careless smoking on the part of the pilot and/or
passengers; (2) electrical system malfunctions; (3)
heating system malfunctions. A fire in the cabin presents
the pilot with two immediate demands: attacking
the fire, and getting the airplane safely on the ground
as quickly as possible. A fire or smoke in the cabin
should be controlled by identifying and shutting down
the faulty system. In many cases, smoke may be
removed from the cabin by opening the cabin air vents.
This should be done only after the fire extinguisher (if
available) is used. Then the cabin air control can be
opened to purge the cabin of both smoke and fumes. If
smoke increases in intensity when the cabin air vents
are opened, they should be immediately closed. This
indicates a possible fire in the heating system, nose
compartment baggage area (if so equipped), or that the
increase in airflow is feeding the fire.
On pressurized airplanes, the pressurization air system
will remove smoke from the cabin; however, if the
smoke is intense, it may be necessary to either depressurize
at altitude, if oxygen is available for all
occupants, or execute an emergency descent.
In unpressurized single-engine and light twin-engine
airplanes, the pilot can attempt to expel the smoke
from the cabin by opening the foul weather windows.
These windows should be closed immediately if the
fire becomes more intense. If the smoke is severe, the
passengers and crew should use oxygen masks if available,
and the pilot should initiate an immediate
descent. The pilot should also be aware that on some
airplanes, lowering the landing gear and/or wing flaps
can aggravate a cabin smoke problem.
FLIGHT CONTROL
MALFUNCTION/FAILURE
TOTAL FLAP FAILURE
The inability to extend the wing flaps will necessitate
a no-flap approach and landing. In light airplanes a noflap
　
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