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procedure may starve the fi re of fuel and cause the fi re to die
naturally. If the fl ames are snuffed out, no attempt should be
made to restart the engine.
If the engine fi re is oil-fed, the smoke is thick and black,
as opposed to a fuel-fed fi re which produces bright fl ames
with less smoke.
Some light aircraft emergency checklists direct the pilot
to shut off the electrical master switch. However, the pilot
should consider that unless the fi re is electrical in nature,
or a crash landing is imminent, deactivating the electrical
system prevents the use of radios for transmitting distress
messages and also causes air traffi c control (ATC) to lose
transponder returns.
The pilot must be familiar with the aircraft’s emergency
descent procedures and remember that:
• An engine fi re on a WSC aircraft means the fl ames
are going to the rear of the aircraft where minimum
components are exposed. If the BPS is used, it would
change the direction of the fl ames, possibly setting the
wing and/or fuselage on fi re. The fl ames could also
burn the parachute line, creating worse problems.
• The aircraft may be structurally damaged to the point
that its controllability could be lost at any moment.
• The aircraft may still be on fi re and susceptible to
explosion.
• The aircraft is expendable—the only thing that matters
is the safety of those on board.
Electrical Fires
The initial indication of an electrical fi re is usually a slight
amount of smoke and the distinct odor of burning insulation,
which may not be noticeable in a WSC open fl ight deck.
Once an electrical fi re 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 fl ight conditions permit,
the battery master switch should be turned off to remove the
possible source of the fi re. However, any materials that have
been ignited may continue to burn.
If electrical power is absolutely essential for the fl ight,
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
fi re 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.
The electrical fi re could expand into a larger fi re in the
carriage. A fi re in the cabin presents the pilot with two
immediate demands: attacking the fi re and getting the aircraft
safely on the ground as quickly as possible.
System Malfunctions
Electrical System
The loss of electrical power can deprive the pilot of
communications and navigation systems, but for day/VFR
conditions this is not a life threatening situation because most
engines ignition systems are on a separate electrical system
and not dependent on the battery for keeping the engine
running. However, losing communications does present some
challenges especially if operating at a controlled tower airport
in which procedures in the Airman’s Information Manual
(AIM) would be followed.
Pitot-Static System
The source of the pressure for operating the airspeed indicator,
the vertical speed indicator, and the altimeter is the pitot-static
system. Most WSC aircraft have pressure for the airspeed
indicator. If this becomes plugged, the airspeed indicator may
not read properly. If it is suspected that the airspeed indicator
is not reading properly, use the feel of the aircraft and the
trim position to determine speed. It is perfectly safe to fl y a
WSC aircraft without an airspeed indicator if the pilot has
developed a feel of the aircraft since the trim position speed
is known and all other speeds can be determined based on the
feel of the air and the pressure on the control bar.
13-13
Altitude and vertical speed utilize static pressure. Because
there is typically no static line connecting these, they operate
independently. Therefore, if one fails or becomes plugged, the
other can act as a reference. For example, if the altimeter fails
for any reason, the vertical speed indicator would provide the
pilot with information on whether the aircraft was climbing,
level, or descending. The global positioning system (GPS)
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Weight-Shift Control Aircraft Flying Handbook(151)
