1.19. Emergency Procedures. Three basic rules apply to all emergency procedures: (1) maintain aircraft control, (2) analyze the situation and take proper action, and (3) land as soon as conditions permit. If the aircraft cannot be recovered safely, ejection may be the only option.

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1.19.1. Maintain Aircraft Control. In any abnormal or emergency situation, it is imperative to “fly the aircraft first”! The PF flies the aircraft until the AC directs otherwise. Maintain an aircraft attitude that allows for an appropriate response to the emergency situation. Set power and trim to help maintain control. Aircraft control could include an initial turn and/or climb to a recovery airfield. In the Transition phase, this may involve a contact recovery from abnormal flight or out-of-control flight (OCF) recovery. In low level navigation, it may involve starting a climb to the top of the route. In formation, it may involve calling knock it off (KIO) and taking the number 1 position. A memory aid to help prioritize pilot action, that is applicable in normal and emergency situations, is, “Aviate, Navigate, Communicate”.

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1.19.2. Analyze the Situation and Take Proper Action. Indications of a problem include aircraft performance, engine instrument readings, or the cockpit warning system (CWS). If dual, confirm suspect indications with the other crewmember. If the master warning/master caution light is illuminated, look at the CWS panel before resetting the system by pushing the light to turn it off. Consider all indications when diagnosing the problem. Proper actions are dependent on the correct analysis and careful consideration of the circumstances. In many cases, the proper actions are clear, however, alternate courses of action may exist depending on the nature of the emergency, flight conditions, and pilot proficiency. Pilot actions may include:

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1.19.2.1. Critical Actions. Boldface procedures are committed to memory and must be performed immediately to prevent aggravation of the emergency as part of “take proper action”. Sufficient time may not exist to reference the checklist. After critical steps are performed, the checklist is referenced for noncritical cleanup steps. Additional noncritical checklists may be required for successful recovery.

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1.19.2.2. Noncritical Actions. These checklist steps contribute to an orderly sequence of events and improve the chances for successful recovery. Warnings, cautions, and notes in the checklist should also be reviewed during checklist execution as crews should be familiar with these already.

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1.19.2.3. Communication with the Supervisor of Flying (SOF), Top-3 or Operations Supervisor, or Runway Supervisory Unit (RSU) Crew. These experts can read checklists, reference the flight manual, contact the aircraft manufacturer, check calculations, identify potential chase ships (airborne aircraft that can rejoin on a distressed aircraft to help with analysis and recovery), or offer advice on course of action and recovery plans.

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1.19.2.4. Communication with ATC. ATC can provide traffic priority, help identify suitable recovery airfields, find required frequencies, aid navigation with vectors, alert emergency response assets, identify hazardous weather, or help find a chase ship.

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1.19.2.5. Evaluation of Possible Recovery Airfields. The initial airfield selected may not always be the best. Changes to energy state may eliminate or expand airfield options. Additional research, once initial actions are complete, may identify a better option (based on weather, available runway, available emergency response, etc.).

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1.19.2.6. Request for Chase Ship. Chase ships can be a tremendous asset during emergency situations. They can lead aircraft with instrument malfunctions through weather, provide assistance similar to ground-based experts, clear for task saturated emergency aircraft, or handle communications with ATC. See AFMAN 11-2T-6V3 for chase ship restrictions.

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1.19.2.7. Review of Approach/Landing and Post-landing Actions with Other Crewmember or Ground-based Agencies. Crew coordination is essential for successful recovery and incident-free emergency termination. Clear communication with ground- based agencies is necessary to coordinate contingencies such as possible runway closure.

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1.19.3. Land As Soon As Conditions Permit.

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1.19.3.1. Land as soon as possible. A landing should be accomplished at the nearest suitable landing area considering severity of emergency, weather conditions, airfield facilities, ambient lighting, and command guidance. The T.O. 1T-6A-1 dictates that an emergency will be declared.

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1.19.3.2. Land as soon as practical. Emergency conditions are less urgent. The mission should be terminated; however, the degree of emergency is such that an immediate landing may not be necessary.

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1.19.4. CRM in an Emergency. A successful conclusion to any emergency results from thorough systems knowledge, sound judgment, and effective CRM. Several resources are available to aid successful recovery.

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1.19.4.1. Inside the Cockpit. The AC determines who flies the aircraft, based on pilot workload, the experience levels, and ability of both pilots. The PNF can read the checklist, monitor systems, provide advice, and maintain SA on the nearest suitable landing airfield. The flight crew checklist, in-flight guide, flight information handbook, or other FLIP can contain useful information.

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1.19.4.2. Outside the Cockpit. Outside help can be essential whether dual or solo during an emergency. ATC agencies can alert emergency services and provide traffic priority. The SOF, Top-3 or operations supervisor, or RSU crew can provide assistance with checklists, recommend courses of action, and monitor the situation. A chase ship can provide inspection of aircraft areas which cannot be seen from either cockpit.

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1.19.5. Ejection. If abandoning the aircraft becomes necessary, the AC will use the command “BAILOUT, BAILOUT, BAILOUT!” as the final directive. If time and conditions permit, discuss and accomplish ejection procedures with the other crewmember, using the term “ejection” rather than “bailout”. In critical situations, do not delay an ejection waiting for the “BAILOUT” command, and do not delay an ejection once the command is given.

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