1.20. Tabletop and Standup EPs.

p. 29

1.20.1. The purpose of tabletop EPs is to expose student pilots to as many different emergency situations as possible on the ground before they are faced with actually handling one while airborne. Standup EPs provide the same exposure; however, they have the added pressure of performing while people are watching over your decisions. This added pressure simulates the stress of an actual airborne emergency.

p. 29

1.20.2. The objective of tabletop and standup EPs is to exercise your knowledge and available resources to formulate and execute a plan to get you safely on the ground. All the same principles outlined in paragraph 1.19 apply to these practice situations.

p. 29

1.20.3. Though there can be many techniques used to solve most problems, the use of the mnemonic A-A-B-C-D-E-F (Figure 1.4) will help put the basic EP principles into logical steps.

p. 29

1.20.3.1. A—Aircraft Control. “ Maintain aircraft control” dictates that you continue to fly the aircraft and get to a stable flight condition that allows you time to analyze the situation. In the contact phase, this may involve a contact recovery 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. During this step, describe how you will use the control stick, rudder, and power control lever (PCL) to achieve a stabilized flight condition.

p. 29

1.20.3.2. A—Analyze the Situation.

p. 29

1.20.3.2.1. During this phase of the practice situation, time stands still because your eyes and brain work a lot faster in the aircraft than you can talk when asking questions about the status of different systems on the aircraft. At this point in time, ask your IP questions about the aircraft in a methodical and pertinent manner. For example, when analyzing an engine malfunction, you should focus on factors such as Torque, N1, and Np. During electrical emergencies, Volts, Amperage, and Circuit Breakers are more relevant. You also do not need to ask about every single indication in the aircraft – once you are confident with your analysis, state “I have analyzed the situation as____”.

p. 29

1.20.3.2.1.1. “Time stands still" does not mean to do things that are unrealistic, unnecessary, or time-wasting. Use logic, you don't need to check circuit breakers for a flat tire. The goal is to analyze the malfunction quickly, efficiently, and correctly.

p. 29

1.20.3.2.1.2. If you wouldn't do it during an EP sim or in real life, don't do it during a tabletop EP. Use systems knowledge to find the root cause of any emergency.

p. 30

1.20.3.2.2. Acronyms can help you analyze the situation. A common one is a FEVER check for engine problems:

p. 30

1.20.3.2.2.1. F stands for fluctuating fuel flow. A properly working engine, at a constant PCL setting should not have fuel flow jumping around more than 10 pounds per hour (PPH).

p. 30

1.20.3.2.2.2. E stands for excessive interstage-turbine temperature (ITT). The PMU, if still online, should limit the ITT in range; if not, you have a problem.

p. 30

1.20.3.2.2.3. V stands for visual signals. Smoke, flames, and oil on the windscreen are symptoms of engine problems.

p. 30

1.20.3.2.2.4. E stands for erratic engine operations.

p. 30

1.20.3.2.2.5. R stands for roughness. An engine making strange noises also indicate problems.

p. 30

1.20.3.2.3. If at any time during “analyze the situation” step you realize there may be signs of an impending or actual engine problem, perform the first four steps of the precautionary emergency landing (PEL) checklist (turn, climb, clean, check or “TCCC”). Do not allow airspeed to decrease toward a stall or spin while attempting to TCCC. Once pointed toward the nearest suitable airfield, attempt to get the aircraft headed towards an ELP profile, and continue to analyze the situation for impending engine failure. In a power or energy deficient situation (i.e. uncommanded propeller feather), it may be necessary to run a boldface during the TCCC maneuver as part of the ‘Check’.

p. 30

1.20.3.2.4. Other things to analyze during this step include, but are not limited to, avionics, lights and tones, circuit breakers, and outside aircraft structure (possibly via a chase ship). As the analysis continues, do not spend more time than necessary just to stall for time. If you think you know what is wrong with the aircraft, go with it. Remember, even though time stands still in the flight room, it does not in the aircraft.

p. 30

1.20.3.3. B—Boldface. Once you have analyzed the situation, time resumes, and it is time to “take the proper action” and perform any boldface required. During this step, state the boldface steps then verbally execute them (e.g., Green ring – pull [as required]. For example, “I will perform this step by pulling the green ring on the ejection seat with my left hand”. Applying a boldface procedure should require you to do something with the aircraft (e.g., the engine failure during flight boldface will require you to trim the aircraft to 125 knots indicated airspeed (KIAS); the abort boldface will require you to use rudder to keep the aircraft near the centerline, etc.). Once the boldface is complete, ensure the aircraft is still under control and analyze your action. Did the boldface do what it was intended to do? (i.e., Did fuel flow go to zero? Is the fire warning light still illuminated? Is the fire out? Perform a post-FEVER check.) After you have analyzed the situation, ask yourself if there is another boldface that applies. Engine failure during flight may lead to immediate engine start. Continue in this loop until there are no more boldface that apply.

p. 30

1.20.3.4. C—Cleanup Items and/or Checklists. During this step, you will perform the cleanup items (the non-boldface steps) of the boldface checklists and accomplish other non-boldface checklists that may apply. Once you apply a checklist, refer back to aircraft control. Verbalize how you will use control surfaces to compensate for changes made to power settings. Continue to loop through the above steps until no more checklists are required. After all the T.O. 1T-6A-1 EP checklists are performed, use the in-flight guide to help determine any other pertinent data required to recover the aircraft (e.g., local no radio [NORDO] procedures).

p. 31

1.20.3.5. D—Declare, With a Plan. Once you establish your game plan, let the appropriate authorities know what is wrong and what you plan to do. When you talk to ATC, the SOF, or RSU crew, make sure you can tell them the nature of the emergency, fuel remaining (expressed in hours and minutes), souls on board, and your plan of action to include your estimated time until landing. Know what you are going to do in terms of pattern type (straight-in, ELP, overhead, instrument approach, etc.) and how you are going to stop the aircraft (stop on the runway and emergency ground egress, stop on a taxiway, or taxi back to parking). Be knowledgeable enough that you have most of the answers before the question is asked.

p. 31

1.20.3.6. E—Egress/Ejection. Review emergency ground egress and controlled ejection checklists. Determine when you will eject if the situation deteriorates and leads to an ejection scenario.

p. 31

1.20.3.7. F—Follow the Plan. This part of the tabletop or standup EP (“Land as soon as conditions permit”) is where you continue to chair fly the emergency to a safe landing. In real life, this is where you execute your plan to get safely back to the flight room. During a tabletop or standup EP, talk your IP through all the steps—descent check, arrival, and pattern procedures—and safely exit the aircraft.

p. 31