ABNORMAL PROCEDURES ............................................................................................

34
Aborted Takeoff ..................................................................................................... 34
Brake Failure .......................................................................................................... 34
Landing with Flat Tire ............................................................................................. 35
Electrical System Malfunctions .............................................................................. 35
SECTION CONTENTS Battery Malfunctions.............................................................................................. 36
Operating on Battery Power Only .......................................................................... 37
INTRODUCTION ............................................................................................................. 15
Engine Indication System Failure ........................................................................... 38
EMERGENCY AIRSPEEDS................................................................................................ 15
Maneuvering Speeds: ............................................................................................. 15
Best Glide ............................................................................................................... 15
Emergency Landing ................................................................................................ 15
GUIDELINES ................................................................................................................... 15
Planning and Judgement ........................................................................................ 15
Maintenance .......................................................................................................... 15
Methodology .......................................................................................................... 16
Memory Items ........................................................................................................ 16
GROUND EMERGENCIES ............................................................................................... 17
Engine Fire During Start.......................................................................................... 17
Emergency Engine Shutdown on Ground ............................................................... 17
Emergency Ground Egress...................................................................................... 18
IN-FLIGHT EMERGENCIES .............................................................................................. 19
Engine Failure on Takeoff (Low Altitude) ............................................................... 19
Best Glide Configuration ........................................................................................ 20
Engine Failure Inflight ............................................................................................. 21
Engine Airstart ........................................................................................................ 21
Engine Partial Power Loss....................................................................................... 22
Low Oil Pressure ..................................................................................................... 25
High Oil Temperature ............................................................................................. 25
Propeller Governor and/or Control Failure ............................................................ 26
Smoke and Fume Elimination ................................................................................. 27
Engine Fire In-Flight ................................................................................................ 27
Wing Fire In-Flight .................................................................................................. 27
Cabin Fire In-Flight ................................................................................................. 28
Emergency Descent ................................................................................................ 29
Inadvertent Graveyard Spiral ................................................................................. 30
Spins ....................................................................................................................... 30
Unlatched Canopy In-Flight .................................................................................... 31
Throttle Linkage Failure .......................................................................................... 32
Inadvertent Icing .................................................................................................... 32
Trim System Malfunction ....................................................................................... 32
LANDING EMERGENCIES ............................................................................................... 33
Forced Landing (Engine Out) .................................................................................. 33

Continued on next page…


This section describes emergency procedures for critical flight situations
that might occur. The pilot must be familiarized with the information in
this section prior to operating the aircraft.
2200 lb ........................................................................................ 160 KIAS
1900 lb ........................................................................................ 145 KIAS
1500 lb ........................................................................................ 130 KIAS
2200 lb ........................................................................................ 120 KIAS
Flaps Up Approach .............................................................................. 110
Flaps Up Landing ....................................................................................80
Flaps Down Approach ............................................................................85
Flaps Down Landing ...............................................................................70
Although this section describes procedures for handling foreseeable
emergencies and critical flight situations, it is not a substitute for
thorough knowledge of the aircraft and general piloting techniques.
Prior to flight, the pilot must know the function and location of all
switches, controls, and indicators. Some time-critical situations preclude
reference to this document, and procedures must be recalled from
memory (see Memory Items, pg 16).
The best way to avoid weather emergencies is proper preflight planning
combined with good judgement when faced with changing conditions.
The best way to avoid inflight emergencies caused by mechanical
problems is to conduct a thorough preflight inspection, and follow all
maintenance recommendations.
Inflight emergencies are dynamic in nature. The procedures in this
section cannot address every action a pilot might take. There are,
however, four basic actions that can and should be applied to every
emergency situation.
1. FLY THE AIRCRAFT – Minor emergencies can quickly become
deadly if the pilot fails to maintain aircraft control. Do not allow
yourself to fixate on a particular problem, instrument, or
indication. Before performing any emergency procedure you
must achieve and maintain a safe attitude, altitude and
airspeed.
2. ANALYZE THE SITUATION – Once you are certain the aircraft if
under control you must accurately assess the situation. It does
no good to fix the wrong problem. Use all of your senses: What
are you hearing? Do you feel unusual vibrations? Look at all
engine indications. To properly respond you must know what is
going on.
3. TAKE APPROPRIATE ACTION – This section lists appropriate
corrective procedures for most situations you might encounter.
Select the appropriate action and complete the procedure
using good pilot judgement.
4. LAND AS SOON AS CONDITIONS WARRANT – Once you have
completed the appropriate procedure reassess the situation.
Review the procedure you just completed and ensure you
didn’t miss anything. Most emergency situations warrant a
landing as soon as practicable. Aircraft maintenance is best
performed on the ground, not in flight.
Some emergencies require time-critical action, precluding reference to
a checklist. These procedures and steps are called Memory Items.
Memory items are highlighted for easy identification:
1. Checklist Item .................................................. REFER TO CHECKLIST
2. Memory Item ............................................. RECALL FROM MEMORY
Prior to flight, the pilot must study this section sufficiently to recall
memory items without reference to this document.
 WARNING
Engine fires during engine start may be caused by fuel igniting in the fuel
After exiting the aircraft, move around and away
induction system. A fire in the induction system may be drawn back into
from the tail of the aircraft. Do not approach the
the engine by opening the throttle and continuing to turn the engine
front of the aircraft because a spinning propeller
using the starter.
may not be visible in low light conditions. Watch for
1. Fuel Selector ............................................................................... OFF and avoid responding emergency vehicles.
3. Mixture ................................................................................. CUTOFF
4. Throttle ............................................................................ FULL OPEN
5. Boost Pump ................................................................................ OFF 1. Engine Emergency Shutdown .......................................... COMPLETE
6. Starter.................................................................................. ENGAGE 2. Seat Belt/Shoulder Harness .................................................RELEASE
3. Canopy .............................................................UNLATCH AND OPEN
If fire persists perform Emergency Engine Shutdown on Ground and 4. Airplane ..................................................................................... EXIT
Emergency Ground Egress checklists.
NOTE
NOTE The right rear window may be used for egress if the
Depending on size and severity, the fire extinguisher in canopy cannot be opened. To open the window
the baggage area may be deployed to extinguish a fire remove the upper and lower retaining pins. Discard
in the engine compartment. the window then crawl through the opening. If
necessary, the window may be jettisoned through
opening to prevent interference with egress.
1. Throttle ...................................................................................... IDLE
7. Mixture ................................................................................ CUTOFF
8. Fuel Selector ............................................................................... OFF
9. Ignition Switch ............................................................................ OFF
10. Main & Aux Battery Switches .................................................... OFF

Egress Window Retaining Pins

 1. Airspeed.............................................................................. 120 KIAS
2. Propeller Control ............................................ FULL DECREASE (AFT)
WARNING! 3. Flaps.............................................................................................. UP

Be prepared to apply immediate, aggressive down BEST GLIDE SPEED

elevator (push on control stick) to avoid airspeed 2200 lb | 120 KIAS
loss and establish best glide attitude. Maximum Glide Ratio ~ 12:1

Immediately establish best glide attitude. Land and stop on remaining

runway if possible. If altitude precludes landing on remaining runway fly Conditions: Example:
in the direction determined during flight planning. In most cases you Power OFF Altitude 10,000 ft AGL
should land ahead, within 30° of runway heading, making turns only to Propeller COARSE PITCH Airspeed BEST GLIDE
avoid obstructions. Flaps UP
Wind ZERO Glide Distance 19.8 NM
If time permits after establishing best glide, attempt to restore power by
Weight 2200 lb
checking settings for primary fuel and engine controls.
1. Boost Pump .............................................................................. HIGH
2. Fuel Selector ............................................................... SWITCH TANK
3. Mixture ............................................................................. FULL RICH
4. RAM Air ................................................................................... OPEN
5. Magnetos ................................................................................ CYCLE

If after establishing best glide attitude there is insufficient time to

attempt power restoration, or if power restoration is unsuccessful,
complete as many of the following as time permits.
1. Fuel Selector ............................................................................... OFF
2. Throttle ...................................................................................... IDLE
3. Mixture ................................................................................. CUTOFF
4. Boost Pump ................................................................................ OFF
5. Ignition Switch ............................................................................ OFF
6. Flaps (just prior to touchdown) ............................................. DOWN
7. Main & Aux Battery Switches ..................................................... OFF
8. Seat Belts & Shoulder Harness ........................................... RECHECK
NOTE
Best glide speed decreases with aircraft weight. At
2200 lb best glide is 120 KIAS. At 1850 lb best glide is
110 KIAS.
If the engine fails at altitude during cruise flight, establish best glide, then Indications of partial power loss include:
immediately identify and turn toward the best available landing area  Fluctuating RPM
within gliding distance.  Reduced or fluctuating manifold pressure
1. Best Glide Configuration ................................................. ESTABLISH  Low oil pressure
2. Best Landing Site ................................................................ IDENTIFY  High oil temperature
If time permits, proceed to the Engine Airstart (pg 21) checklist. If  Sudden change in engine roughness and/or noise
altitude precludes an airstart attempt, proceed to the Forced Landing (pg
33) checklist. WARNING!
Low oil pressure is often the first indication of
imminent engine failure. See Low Oil Pressure (pg
The following procedure addresses the most common causes for engine
25) for specific procedures.
failure. For example, switching tanks and turning on the fuel boost pump
will aid in restoring power in the event of fuel contamination, failure of
the engine-driven fuel pump, or inability to draw fuel from the selected WARNING!
fuel tank. Leaning, then slowly enrichening the mixture may correct a
faulty mixture control. Propeller damage may cause an imbalance and
extreme vibration. Extreme vibration can result in
WARNING! severe damage to the airframe including structural
failure. If you suspect an out-of-balance propeller,
Do not attempt an airstart if you smell fuel fumes in
immediately shut down the engine and perform the
the cockpit, or there is internal engine damage.
Forced Landing (pg 33) checklist.

1. Fuel Selector ............................................................... SWITCH TANK

2. Mixture ............................................................................. FULL RICH
3. RAM Air ................................................................................... OPEN
4. Boost Pump .............................................................................. HIGH
5. Ignition Switch ......................................................................... BOTH
6. Throttle ...................................................................................... IDLE
7. Mixture ................................................................................ CUTOFF
8. Ignition Switch (if propeller stopped)..................................... START
9. Throttle ................................................................SLOWLY INCREASE
10. Mixture ............................................................... SLOWLY ADVANCE
Mild roughness may be indicative of spark plug fouling, improper
mixture setting, a plugged or partially plugged fuel injector, etc.
Significant roughness accompanied by misfiring is likely a magneto
malfunction.
A fuel leak in the injector system may spray fuel over the engine. If this
occurs at cruise speed the high volume of slipstream air may prevent
ignition. As the aircraft descends and slows for landing, however, the
reduction in airflow may allow a fire to develop.

If engine will not start proceed to Forced Landing checklist (pg 33).
As noted, observing which of the above steps restores engine power may
aid in determining the cause of the engine failure, and guide subsequent
action(s).

Continued next page…

 WARNING!
If you suspect a fuel leak in the engine
compartment, execute the Emergency Descent
checklist (pg 29), and immediately divert to a
suitable landing site. Plan a forced landing, and cut
fuel to the engine once landing is assured.
If the engine is producing enough power to maintain level flight, land at
a suitable airfield as soon as practicable. If you are unable to maintain
level flight use available power as necessary to set up a forced landing
over a suitable landing site.
The following guidance may help isolate and correct conditions causing
engine roughness or partial power loss:
1. Boost Pump .............................................................................. HIGH
Turning on the fuel boost pump can clear vapor in the fuel
injection lines, and it can provide enough fuel for partial power if
the engine-driven fuel pump has failed. If the HIGH setting clears
the problem try setting the boost pump to LOW. If the engine
runs normally the problem was most likely vapor in the fuel lines.
Leave the pump set to LOW and continue the flight. If the
problem returns after setting the boost pump to LOW the
problem is most likely a failed or failing engine-driven fuel pump.
Reset the boost pump to HIGH and leave it there for the
remainder of the flight.
2. Fuel Selector ............................................................. SWITCH TANKS
Switching tanks may resolve the problem if there is a problem
feeding from a tank, or if the fuel in a tank is contaminated. If
switching tanks resolves the problem you may continue the flight,
but with only the fuel remaining in the good tank. Plan your
action(s) accordingly.
Continued next page…
NOTE
A severe fuel imbalance can interfere with safe aircraft
handling. If the engine will only run on one tank, land
before a fuel imbalance occurs.
3. Mixture ................................................................. BEST OPERATION
An improper mixture setting may cause engine roughness or loss
of power. Adjust mixture until you achieve acceptable engine
operation. A resulting mixture setting outside of normal
parameters may indicate problems with the fuel injection system.
4. Throttle ................................................................. BEST OPERATION
Move the throttle control through its full range to obtain smooth
operation and/or acceptable power. Avoid throttle settings that
produce roughness.
5. RAM Air ................................................................................... OPEN
A gradual loss of manifold pressure accompanied by increasing
roughness may indicate a blocked air filter. If operating in
precipitation, induction icing may be the culprit. Opening the RAM
air can provide an alternate source of intake air.
6. Ignition Switch ...................................................... BEST OPERATION
Cycling the magnetos may help identify and/or resolve an engine
problem. An obvious power loss when switching to an individual
magneto indicates a problem with that magneto or the plugs
connected to it. Try aggressively leaning the engine while
operating on the rough-running magneto to clear any plug fouling.
If engine does not smooth out select BOTH or the other magneto
as required.
7. Land as soon as practical.
Unless you have determined the cause of roughness or power loss
was pilot error (such as an improper mixture setting), land
immediately and effect repairs.
 WARNING! WARNING!
Prolonged use of high power settings after loss of oil A propeller governor failure may result in engine
pressure can result in catastrophic engine failure. overspeed and catastrophic engine failure!

Following a loss of oil pressure, use full power only:
 to climb as required to permit a safe landing.
 to maneuver around obstacles close to the ground.
 as otherwise required to ensure a safe landing.
Low oil pressure accompanied by normal oil temperature may be caused
by a bad indicator, sensor, or malfunctioning relief valve. If you don’t
know the cause execute a precautionary landing.
1. Power .............................................................MINIMUM REQUIRED
2. Land as soon as possible.
If engine RPM exceeds 2700 and/or does not respond to propeller
control inputs, the most likely cause is a failure of the propeller governor.
It may also be an early indication of an oil system malfunction.
1. Throttle ..................... ADJUST AS REQUIRED (to keep RPM in limits)
2. Airspeed........................................................... REDUCE TO 120 KIAS
3. Oil Pressure....................................................................... MONITOR
4. Land as soon as practical.
A difficult-to-move or sticky propeller control knob indicates a failure or
imminent failure of the control linkage.

Low oil pressure accompanied by an increase in oil temperature 1. Airspeed........................................................... REDUCE TO 120 KIAS
indicates significant oil loss and imminent engine failure. 2. RPM ........................................................ SET TO HIGHEST POSSIBLE
1. Power ........................................................................................ IDLE 3. Land as soon as practical.
2. Best Glide Configuration ............................................................. SET
3. Best Landing Site ................................................................ IDENTIFY
4. Perform the Forced Landing checklist (pg 33).

Prolonged high oil temperature can lead to low oil pressure. Take
prompt action.
1. Oil Cooler Door ................................................................ FULL OPEN
2. Airspeed ............................................................................ INCREASE
If smoke and/or fumes enter the cabin immediately check engine
indications for signs of a malfunction. If there is a fuel leak in the cabin,
actuation of electrical components may cause a fire.
1. Heater ......................................................................................... OFF
2. Air Vents .......................................................................... FULL OPEN
3. Land as soon as possible.
WARNING!
If an engine fire occurs during flight, do not attempt
to restart the engine!
1. Fuel Selector ............................................................................... OFF
2. Mixture ................................................................................. CUTOFF
3. Throttle ...................................................................................... IDLE
4. Boost Pump ................................................................................ OFF
5. Ignition Switch ............................................................................ OFF
6. Perform Forced Landing checklist (pg 33).
1. Pitot Heat Switch ........................................................................ OFF
2. All External Lights ....................................................................... OFF
3. Land as soon as possible.
A wing fire poses the extreme danger of a structural failure due to a fuel
tank explosion, or the failure of a heat-damaged wing spar. The objective
should be to get the aircraft on the ground as soon as possible. Diving
the aircraft may blow out the fire, but may also place greater stress on
the wing spar.
WARNING!
Do not exceed VNE during a dive!
If the fire cannot be extinguished with a dive, consider a sideslip to direct
flames away from the fuel tank or cabin.
Acrid smoke without visible flames indicates an electrical fire. Electrical
fires are best extinguished by removing power from the affected
equipment. Turn off the main/auxiliary battery switches and cabin heat,
then open the air vents.
Except for the instrument panel clock, turning off the main and auxiliary
battery switches removes electrical power from all aircraft components
including flaps and the flight control trim system. If the power must
remain off, plan a no-flap approach and landing. Refer to Abnormal
Procedures (pg 34) for operating with electrical system malfunctions
A Halon fire extinguisher mounted on the seat bulkhead behind the
passenger may be deployed to extinguish readily apparent and
accessible flames. Air vents should be closed initially to prevent feeding
open flames, but must be opened immediately after the fire is
extinguished to clear the cabin of Halon, smoke, and fumes.
WARNING!
Halon displaces oxygen. Open air vents as soon as
flames are out or if the pilot has difficulty breathing.
In the event of a fire with visible flames caused by an electrical fault, or
whose origin is unknown, proceed as follows:
1. Main and Aux Battery Switches .................................................. OFF
2. Heater ......................................................................................... OFF
3. Air Vents ............................................................................... CLOSED
4. Fire Extinguisher ................................................................... DEPLOY
After fire is extinguished:
5. Air Vents .................................................................................. OPEN
6. Avionics Power Switches ........................................................... OFF
7. Land as soon as possible.
For day VFR, if turning off the battery switches eliminates the
fire/smoke, leave them off for the remainder of the flight. Plan a no-flap
approach/landing.
Continued next page…
Attempt to isolate the problem by activating components one at a time. A graveyard spiral may occur during flight in IMC if the pilot becomes
Pause at least ten seconds after activating a component before distracted or suffers spatial disorientation. Recovery requires careful
activating the next. If smoke or flames return after activating a interpretation of the attitude indicator and altimeter. Level the wings
component immediately deactivate it. first, then carefully raise the nose.
1. Main Battery Switch .................................................................... ON
2. Alternator Switch ........................................................................ ON WARNING!
3. Avionics Components (as required) ............................................ ON
Use careful elevator back pressure to raise the nose.
4. External Lights (as required)........................................................ ON
Do not exceed 4.4g.
If the main battery is the source of the smoke or flames, turn it off and
try the auxiliary battery. 1. Throttle ...................................................................................... IDLE
2. Bank Angle ................................................................................ ZERO
NOTE 3. Pitch Attitude........................................................................... LEVEL
The main battery must be activated to activate the 4. Trim ...............................................................SET FOR LEVEL FLIGHT
alternator. If the main battery cannot be activated 5. Power ..........................................................................AS REQUIRED
complete the flight with auxiliary battery power only. 6. Autopilot .............................................................................. ENGAGE
See Operating on Battery Power Only (pg 37). 7. Exit IMC as soon as possible.

1. Throttle ...................................................................................... IDLE This aircraft is not approved for spins, and has not been tested for spin
2. Propeller (RPM) ........................................................ FULL INCREASE recovery characteristics. The best way to avoid a spin is to use smooth
3. Mixture ........................................................................ AS REQUIRED control inputs with the minimum control forces necessary (especially
4. Airspeed ..................................................................... VNE (220 KIAS) with the elevator), making coordinated turns, and observing minimum
airspeeds for the given flight operation. Altitude loss is rapid, and
CAUTION airspeed increase once rotation has stopped is rapid. Apply standard spin
recovery controls immediately.
Do not exceed 160 KIAS if significant turbulence is
expected or encountered. WARNING!
Use careful elevator back pressure to raise the nose.
Do not exceed 4.4g.

1. Throttle ...................................................................................... IDLE

2. Control Stick ...................................... NEUTRAL OR FULL FORWARD
3. Rudder ............................................................. FULL OPPOSITE SPIN
After rotation ends
4. Rudder .................................................................................. CENTER
5. Control Stick ............................................................................... AFT

An unlatched canopy may move in response to aerodynamic forces
and/or aircraft movement, possibly disrupting airflow over the
horizontal and vertical stabilizers. Any sideslip may allow slipstream air
under the aft portion of the canopy, forcing it farther open. As the
canopy tilts upward it can obstruct the pilot’s forward view. Movement
of the canopy in and out of the pilot’s forward field of view can corrupt
visual attitude reference, resulting in pilot induced oscillation (PIO).
Items in the cabin that are not secured may be jettisoned and damage
or become entangled in the elevator and/or rudder. Any of these
possibilities can result in degraded or loss of aircraft control.
Available data show the aircraft is controllable with the canopy open at
speeds above 120 KIAS. To avoid PIO and loss of aircraft control,
maintain a minimum of 120 KIAS and use primary attitude instruments
for attitude control. Do not extend or retract flaps unless necessary to
climb. Unless required for obstacle/terrain clearance, maintain wings
level below 1500 ft AGL, and climb to a safe altitude (at least 6000 ft AGL
recommended). Limit bank angle to 10° or less once above 1500 ft AGL.
Once in level, controlled flight at a safe altitude, attempt to stabilize or
close the canopy using the canopy lanyard and grab handle.
WARNING!
Do not sacrifice aircraft control while attempting to
stabilize and/or close the canopy!
If attempts to close and latch the canopy are unsuccessful you must land
with it open. Fly to the longest available runway aligned with the wind.
Conduct a control test to determine a safe flap setting and minimum
approach airspeed. While maintaining 120 KIAS extend the flaps in five-
degree increments. Immediately retract the flaps to the previous
increment if aircraft control deteriorates. With flaps extended as far as
control allows, begin reducing airspeed in five-knot increments.
Immediately increase airspeed to the previous increment if control
deteriorates.
1. Attitude Control .......................................................................... ADI
2. Airspeed ........................................................... 120 KIAS MINIMUM
3. Climb .............................................................................. 6000 ft AGL
4. Canopy................................................................. CLOSE AND LATCH
Continued next page…
If unable to close and latch the canopy:
5. Select and navigate to a suitable runway for landing.
6. Control Test ...................................................................... CONDUCT
7. Approach ..............................................................................REVIEW
8. Set Landing Flaps ....................................................AS DETERMINED
9. Approach and Landing Airspeed.............................AS DETERMINED
If the throttle linkage fails the engine will not respond to throttle control
movements. You must use available power and flaps to safely land the
aircraft.
If the throttle is stuck at or near wide open, proceed to a suitable airfield.
Attempt to control engine power with the mixture control and fly a
normal pattern. If unable to control engine power with mixture control,
position the aircraft to make a power-off approach and landing, then
shut down the engine by moving mixture control to CUTOFF. To abort
the approach, restore power with the mixture control.
If the throttle is stuck in a position that precludes level flight, use
available power to fly to a suitable landing area and complete the Forced
Landing checklist (pg 33).
Flight into known icing is prohibited. In the event of an inadvertent
encounter with icing:
1. Pitot Heat..................................................................................... ON
2. Icing conditions.............EXIT VIA 180° TURN OR ALTITUDE CHANGE
3. Cabin Heat ...................................................................... MAXIMUM
4. Defroster ......................................................................... FULL OPEN
Should the trim system become inoperative, the flight controls provide
enough authority to override any out-of-trim condition.
In the event of trim runaway (uncommanded trim movement)
immediately deactivate the trim system by moving the trim power
switch to the CUT position.
1. Aircraft Control ............................................. MAINTAIN MANUALLY
2. Trim Power ................................................................................. CUT
3. Land as soon as practical.
Maintaining control of the aircraft is paramount; FLY THE AIRCRAFT until
it comes to a complete stop. Choose a suitable field as early as possible
to provide maximum time for planning and execution. To reduce impact
forces as much as possible, land into the wind and touchdown at the
slowest possible speed. Keep the wings level during final approach and
landing. A fire is possible if fuel is present. Exit the aircraft as soon as
possible, and remain clear until you are sure there is no possibility of fire.
A hard-surface landing site is preferable. If engine power is available, fly
over the selected landing area at a low but safe altitude to inspect the
terrain for obstructions and surface conditions. For unprepared surfaces
use full flaps (if available), land on the main gear, and hold the nose
wheel off the ground as long as possible. Ditching is preferable to areas
with unavoidable obstacles. For ditching, remain as close to the
shoreline as possible, and avoid a landing flare because of the difficulty
in judging height over water.
NOTE
Use of full flaps will degrade glide distance. Unless
required to increase descent rate, do not extend the
flaps until landing is assured.
For maximum brake effectiveness, smoothly increase pressure on both
brake pedals, retract the flaps, and hold full aft control stick. If the
wheels start skidding release and immediately reapply brakes.
1. Throttle ...................................................................................... IDLE
2. Brakes ..................................................................................... APPLY
3. Flaps.............................................................................................. UP
Ground steering normally requires differential braking. Some control,
however, may be available using a combination rudder and power.
Increasing power increases airflow over the rudder. Higher taxi speeds
also increase airflow over the rudder. Stopping distances are much
greater without brakes. Use the least power possible to retain
directional control, and be prepared to shut down the engine.
If one or both brakes fail during landing try pumping the pedal to build
hydraulic pressure.

1. Best Glide Configuration ................................................. ESTABLISH If one brake is failed you may retain some control during roll out by
2. Seat Belts/Shoulder Harnesses ............................................... TIGHT simultaneously applying the functioning brake and full opposite rudder.
3. Emergency (121.5 or current freq if in contact) ................. DECLARE Land to the side of the runway corresponding with the inoperative brake.
4. Transponder ............................................................................. 7700
5. ELT (if off airport) .............................................................. ACTIVATE
1. Divert to a long, wide runway aligned with the wind.
6. Fuel Selector ............................................................................... OFF
2. Land on downwind side of the runway.
7. Mixture ................................................................................. CUTOFF
3. Maintain control using rudder for as long as possible.
8. Throttle ...................................................................................... IDLE
4. Execute Emergency Engine Shutdown on Ground (pg 17).
9. Boost Pump ................................................................................ OFF
10. Ignition Switch ............................................................................ OFF
11. Flaps (when landing assured) ................................................ DOWN
12. Main & Aux Battery Switches .................................................... OFF
13. Airspeed ............................................................. SLOW AS POSSIBLE
If a tire loses pressure or fails during takeoff conduct Aborted Takeoff The alternator outputs ~14.5 VDC to the electrical system. If the
checklist. If takeoff abort is not possible, land as soon as conditions electrical system stops receiving power from the alternator, system
permit. voltage will drop to battery voltage, which is ~13.5 VDC when fully
charged. If this happens the CHECK ENGINE light will flash, and the
CAUTION engine monitor system will display system voltage.
Taxiing the aircraft with a flat or damaged tire can If the alternator malfunctions, deactivate it and refer to Operating on
damage the wheel fairing. Battery Power Only (pg 37).
1. Alternator Master Switch ........................................................... OFF
2. Refer to Operations on Battery Power Only (pg 37).
1. Land to side of runway corresponding to the good tire.
2. Maintain directional control with brakes and rudder.
3. Stop as soon as safely possible and shut down the engine. The main and auxiliary batteries incorporate a battery management
system (BMS) which provides fault protection and annunciation. The
BMS monitors several parameters, and is capable of automatically
1. Land on centerline.
isolating the batteries from the electrical system under abnormal
2. Hold nose wheel off the runway as long as possible.
conditions.
3. Stop as soon as safely possible and shut down the engine.
A battery fault annunciator for each battery resides on the instrument
panel in the pilot’s primary field of view. The annunciators are labeled
MAIN BATT FAULT, and AUX BATT FAULT.
The fault annunciators have four states:
 Off
Normal alternator output is ~14.5 VDC. If alternator voltage exceeds 15.2
 Slow-Flashing (5 seconds on/5 seconds off)
VDC the CHECK ENGINE annunciator will flash, and the engine monitor
 Fast-Flashing (2 seconds on/2 seconds off)
system will display system voltage. The maximum charging voltage for
the main and auxiliary batteries is 15.2. If alternator voltage exceeds  Solid
15.2 VDC immediately deactivate the alternator. The following table lists the cause and recommended action for all
possible battery fault annunciations.
If alternator voltage exceeds 16.2 VDC the overvoltage protection circuit
will automatically disconnect the alternator and illuminate the OVER Annunciation Volts Cause Recommended Action
VOLTS annunciator. Over- Check charging system. Battery is
Slow < 12.8
discharged unusable until charged.
Slow (> 1 hr) 13.2 -14.6 Bad Cell Deactivate. Replace before next flight.
Internal Monitor. Investigate cause/replace
Slow (< 30 min) 13.2 -14.6
Imbalance battery if repeated occurrence.
Slow > 15.2 Over-charge Deactivate alternator immediately.
Check charging system. Investigate
Over-
Fast Any cause/replace battery if repeated
temperature
occurrence.
Short Circuit Monitor. Land and investigate if
Solid (< 3min) Any
Protection repeated occurrence.
Solid Any BMS Failure Deactivate. Replace before next flight.
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Without the alternator, all electrical components, including the flight
control trim system and flaps, must be powered using the main and
auxiliary batteries only. Prudence dictates landing as soon as practical to
avoid flight without these critical systems.
For planning purposes, expect approximately 30 minutes of usable
power from a single fully charged battery, or 60 minutes if both batteries
are available. This estimate is based on manufacturer data for brand new
batteries.
Following are recommendations for different flight operations.
Deactivate all unnecessary electrical components. The GPS/COMM
should be sufficient to navigate and communicate to a suitable landing
airfield.
1. External Lights ............................................................................ OFF
3. Autopilot Power ........................................................................ OFF
4. Audio Panel ................................................................................ OFF
5. Transponder ............................................................................... OFF
6. NAV/COMM Power .................................................................... OFF
7. Land as soon as practical.
Deactivate all unnecessary electrical components. Either the
GPS/COMM or NAV/COMM should be sufficient to navigate and
communicate to a suitable landing airfield. Determine which will be
required for the type of approach to be flown and turn the other off.
When off, the audio panel connects the GPS/COMM radio to the pilot’s
headset, so turn it off if using the GPS/COMM. If using the NAV/COMM
you must keep the audio panel powered to connect the pilot’s headset
to the radio. Communicate your situation to ATC and request clearance
to VFR conditions and/or the nearest airport with a suitable approach.
The decision to use the autopilot must be balanced between the need
for single-pilot IFR in an emergency situation and remaining battery
power. Hand-flying the aircraft while planning and executing a complex
instrument procedure requires a high level of proficiency.
1. External Lights ............................................................................ OFF
2. Audio Panel..................................................................AS REQUIRED
3. Autopilot Power ..........................................................AS REQUIRED
4. Transponder ............................................................................... OFF
5. GPS/COMM Power ......................................................AS REQUIRED
6. NAV/COMM Power .....................................................AS REQUIRED

Without the engine indication system (EIS) the pilot cannot monitor
Deactivate all unnecessary electrical components. The GPS/COMM critical engine functions to avoid exceeding limits, therefore the best
should be sufficient to navigate and communicate to a suitable landing option is to land as soon as practical.
airfield. Deactivate all other electrical components until entering the
traffic pattern, then turn on the navigation and strobe lights. Turn on the
landing light on short final after extending the flaps.
1. External Lights ............................................................................ OFF
2. Audio Panel ................................................................................ OFF
3. Autopilot Power ........................................................................ OFF
4. Transponder ............................................................................... OFF
5. NAV/COMM Power .................................................................... OFF
6. Navigation and Strobe Lights ...................... ON (TRAFFIC PATTERN)
7. Landing Light ....................................................... ON (SHORT FINAL)
8. Land as soon as practical.

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