Emergency Procedures

&

 Operating Around the Airfield

Abandoned Take Off 

If during the take off run the pilot notices something wrong, it will be necessary to abandon the take off. The pilot should close the throttle immediately and brake the aircraft . The pilot  should notify Air Traffic Control of the abandoned take off. The pilot should then get the aircraft clear of the runway. If no Control tower exists the pilot should still make a radio call for the information of other pilots in the circuit. The other pilots could then extend the circuit on the downwind leg. If an aircraft  was approaching on final, this pilot would then have to abandon the landing and climb again and go around the circuit again for another attempt . This is called  a Go Around procedure.( More on this below)

 The Air Traffic Controller may also give you a cancelled take off clearance after you have started your  take off run . It is therefore important that you listen out on the radio at all times. The same procedure as above should be followed (Brake and get clear of the runway as soon as possible.)

Once you are clear of the runway, notify Air Traffic Control and advise them of your intentions. You may have to return to the apron for a check, or reposition for a second attempt. At some airfields no taxiway may exist so the controller will have to get you down the runway in the opposite direction. This is known as backtracking. The controller will clear you down the runway towards the approach end. You should then turn off or turn around ready for the next procedure as soon as you can safely do so.

If the pilot was having difficulty in stopping the aircraft, then the pilot may run the aircraft onto the grass. Do this at a 45 degree angle to avoid propeller and undercarriage damage. This increases friction . Most light aircraft stop very quickly.  Hopefully you will not have to use this procedure. Do not do this if the grass is wet as this may make matters worse.

If the aircraft was on fire lean the mixture fully turn the fuel cock off isolate all electronics and battery switches. Wait for assistance at a safe distance from the aircraft.

The Go Around Procedure

The Go Around procedure may be instigated by the pilot, or by the Air Traffic Controller in the Tower. The pilot would instigate it if the pilot felt that by landing it would endanger his/her aircraft or any  other person or aircraft/vehicle.  If the pilot  made a bad approach and could not correct it safely within a short time, execute the Go Around Procedure without even thinking about it. It maybe that something or someone is on the runway, or some debris blown onto the runway in the wind.

 One story I have heard is quite amusing. It was at an African airfield, a jumbo pilot came out of the cloud 200ft above the runway  for landing and observed a native riding a bicycle in the same direction as the landing aircraft . The cyclist had his back to the jumbo jet. The cyclist was not aware of the danger until the roar of engines and the vortex wake hit him and the pilot climbed the jet away. It would appear that aircraft had been landing on the other runway all day, the wind had changed and this was the first jet assigned to the new runway. Always be alert for the unexpected.

I mentioned Vortex wake. This is caused by the aircraft in front upsetting the smooth air. The aircraft following behind can get a rough ride if following to close to the first aircraft .  Some bad accidents have happened with Vortex Wake. A Cessna following a Jumbo jet would need 8 minutes before landing. The bigger and smaller the aircraft the more time interval is needed between landing aircraft .

Next  wind shear  needs a mention . This also has caused accidents. What happens here  is the wind at different heights changes direction . Be alert to this on an approach . If a strong wind is blowing near buildings etc or a coastal airfields or mountain airfields it could be deflected.  If in doubt GO Around for another attempt.

Thunderstorms around airfields are dangerous .  Updraughts and downdraughts near these clouds can hit the ground and cause all sorts of problems for pilots. Do not attempt a landing in a thunderstorm over the airfield. A safe distance for new pilots is 20 miles.. Even big jets have had problems with these clouds, you have no chance in a Cessna. Divert of Hold DO NOT approach and attempt a landing.

An Air Traffic Controller  may also tell you to GO Around. This maybe due to traffic not departing in time to allow the safe landing of your aircraft.

Basically in the Landing phase the Air Traffic Controller will tell you either 

Cleared to Land meaning no traffic on the runway you are cleared to land. 

Continue Approach meaning expect a late landing clearance. Normally an aircraft is in the take off phase and not yet airborne or traffic leaving or crossing the runway.

Land After  meaning land behind the taking off aircraft. 

GO Around. Pilot initiates  it or ATC wave the aircraft off  you have Go Around for another attempt

Pilots in the circuit should listen out on the radio so that they get an overall picture of what is happening around them . They can then be better prepared for a Go Around if needed.  

If the pilot has to Go Around the procedure is as follows for a light aircraft :-

Advise ATC  you are Going Around at the first chance if you initiate it. Acknowledge the ATC message if they initiate it immediately.  Listen for instructions in case they require you to carry out a different heading etc.

If you are too high for landing, make the decision to Go Around early.

Apply full power, be prepared for the aircraft to pitch up and retrim as necessary. Do not let the nose pitch up into a high angle of attack as the aircraft will stall remember ?. Steer  just off to the right hand side of the runway. This so that you can observe the runway below you to the left. Climb to circuit height and turn into the crosswind leg. Then  commence another circuit unless ATC advise you otherwise. If the aircraft was at a full flap setting at the time of the Go Around, the pilot should reduce flaps to 20 degrees, (some aircraft may not climb out with full flap setting.) On passing 300 FT gradually bring the flaps in.

On Aircraft with Fuel Pumps

 On High wing aircraft the fuel pump normally does not exist . Fuel is gravity fed from tank to the engine on these aircraft. Fuel pumps in light aircraft are normally associated with low wing aircraft such as the Robin ,Jodel and Mooney types.

The fuel pump should be turned on in the circuit and left on.
The fuel pump should be turned on for take off.
The fuel pump should be left on until the aircraft has reached the top of the climb.