Building an emergency procedures sheet for non-pilot PAX

[kwmoore]

I plan to do this for my new bird. (http://www.260sepilots.org/forums/showthread.php?t=402) I thought I'd solicit suggestions from the group on its creation. Simplicity and clarity is obviously best, focusing on the basics/necessities. This is not intended to be a "teach someone how to fly" crib sheet, rather a "get down safely, never mind if you ding the plane" protocol.

It will be illustrated with embedded photos of avionics, with arrows indicating the buttons to push. Topics will include:

How to get control of and fly the plane using the autopilot (in my case, STEC30 or -50 with GPSS)

How to squawk 7700 and call for help

How to activate BRS if needed

How to configure the plane for a survivable landing

I'd appreciate suggestions; for starters on the last subject. My current thoughts are: 20 flaps, 16" mp, trim for 60 KIAS. This should be safe even in inadvertent steep turns. Then control all altitude changes with throttle only. Get ATC to vector you to a long, wide runway aligned with the wind and motor on down using throttle.

What do you think? I'll post the document once it's created (after I take delivery later this year), with appropriate disclaimers as to suitability etc.

[Brian]

Kevin,
Newbie here. I was thinking of doing that myself, but I was thinking of just plasticizing a sheet in BIG RED letters with the absolute minimum of info. Would you want to put direct to instructions just in case also?

[kwmoore]

Kevin,
Would you want to put direct to instructions just in case also?
Yes. I have already taught this to Senior Management, although I'm sure some review is in order!

On the other hand, a cry for help to ATC will doubtless elicit vector instructions that a passenger could follow with the autopilot in HDG mode.

This is one of the reasons an autopilot is required equipment for me if I'm carrying passengers--it's a real safety item for them...and of course it is a great workload-reliever for the pilot too. I am certainly prepared to hand-fly IMC enroute and approaches, but I will not knowingly launch on a trip where I expect extensive cloud time without a working autopilot.

[Brian]

Sounds like you are always well prepared. Good.
I don't have an autopilot. I am strictly a fair weather flyer. I miss out on alot of flying, but I accept thatI did really like the BAS belts. I looked at them before, but I only have the stock belts that came with the A/C. That will be my first interior upgrade. I understand the concern of the BRS, but I don't know if I would put it in. That notwithstanding, there is nothing wrong with putting it in. It is hard to argue with the benefits when you need them. I just always think about the old guys and gals that flew A/C pieced together by old fabric. Then I look at all the great choices we have today and all the safety enhancements(BRS, airbags,etc.) and just think if we would have flown then with what they had. Just a perspective is all.

[nworth]

For each of these, photos of the panel or control should be shown with callouts. Textual descriptions will be too confusing. For our purposes however:

1. I assume there's an autopilot of some sort. Depending on autopilot: if wing leveler and alt hold, press the two buttons to engage that mode. If heading only and alt hold, you may need to give instructions on setting heading first then engaging.

2. Confirm speed is 100 or greater knots. Explain how to add power if IA drops enroute.

3. Key mic, look at panel for identifier and say, this is XXXXX (tail #) and this is an emergency. Release mic (very important!) Wait. If no answer, try again. If no answer, press and hold Com flip/flop (C with up/down arrows) for several seconds (to auto select 121.5) and then try again.

4. Explain how XPDR works. ATC is going to want you to set a code in.

5. Explain how to steer using autopilot and heading bug. I think we can assume ATC will issue vectors. These steps will get you lined up on or near an airport and can even be used in IMC.

6. I would use AP to do the initial altitude let down. Many APs have a simple descend at X FT/MIN mode. ATC will be watching to make sure that the aircraft does not descend too far.

7. I think the notion of using just power for altitude control will result in problems at touchdown. Better to use some moderate MP settings (16" as suggested is good, 20' flaps, and tell pilot to try to fly the plane to "50 feet" above runway and level out even before the threshold. This is not a good practice for a trained pilot but easier for a newbie to feel their way down to this level I think. It will also give them some practice for steps 8-10.

8. Over threshold reduce power to 13" and aim for deck with shallow angle. This will build a bit of speed. Feel down to 10 feet above and fly level.

9. Fly "10 feet" above deck and slooowly reduce power while holding plane level. A 260se will basically settle down in this configuration in a fairly flat attitude. The landing may be nose low but it will get down. This depends on having a longish runway.

10. Emphasize that they should pull all power on touchdown and steer with pedals.

I can't imagine this being pretty but probably this will result in a walkaway.

I think that's how I would do it. Hard to know whether, for a genuinely untrained person, whether this or a chute pull makes more sense.

[Squeege]

Kevin,

All smiles from here re: Tina's third 260SE!

I have the Checkmate E.S.P. Checkmate (http://www.checkmateaviation.com/Products/E_S_P_/e_s_p_.html) in the plane and that is usually the first order of business once my sister & I level off in cruise. We then review all of the switches on the left yoke: autopilot disconnect, etc. Interestingly, Pauline has taken the Pinch Hitter course, but still refuses to try to fly the plane. I need to get her some right seat time with a CFI in the left.

All the best, Louise

[kwmoore]

I have the Checkmate E.S.P. Checkmate (http://www.checkmateaviation.com/Products/E_S_P_/e_s_p_.html) in the plane and that is usually the first order of business once my sister & I level off in cruise. We then review all of the switches on the left yoke: autopilot disconnect, etc.
This looks like a great template to start with; will customize for my plane. Thanks Louise!

[witrakw]

I am in a little different situation. My wife has her PPL but is not current. She left seat flies barely minimum enuf to remain moderately rusty. She has never had enuf oomph to get checked out in 759MU mostly because she trained in a 172 and transitioning to a 260se with engine operation parameters has been hard for a nonmechanical type person.

We lately have begun more serious "me slumping" exercises. When she is left seat we'll get above a cloud deck with VFR below(no trouble finding cloud decks around this neck of the woods). 16", 20 flaps, AP on heading mode, get a popup Approach clearance....then all she has to do is monitor the VSI and keep it within 500-1000 fpm, then through the clouds we go....no problem with her doing this type of descent. Next it will be the same with her right seat and me slumping. I'm not sure she could land from the right seat without bending some metal(I doubt I would be too concerned at that point), but I'm sure she walk away from the some bent metal.

As an aside, I continue to enjoy themultiple posts to the 260se forums from all the responders. I especially appreciate Kevin's perspective relative to 260se performance/ownership issues as compared to Cirrus. To the unititiated, if you read all of the pilot mags out there and believed half of the glitz,,,,,one might begin to believe that one is doing inferior aviating if you don't have that fancy glass panel and thelatest high tech composite plane.