Section 3
Columbia 400 (LC41-550FG)
Emergency Procedures
Initial Issue of Manual: November 10, 2004
RC050002
Latest Revision Level/Date: -/11-10-2004
3-23
Engine Restarts
– If the engine restarts, two special issues must be considered: (1) If the
airplane was in a glide for an extended period of time at cold ambient air temperatures, the
engine should be operated at lower RPM settings for a few minutes until the oil and cylinder
temperatures return to normal ranges if possible. (2) If the engine failure is not related to pilot
error, i.e., poor fuel management or failure to enrich the mixture during a long descent from a
high altitude, then a landing should be made as soon as possible to determine the cause of the
engine failure.
Engine Does Not Restart
– If the engine does not restart, then a forced landing without power
must be completed as detailed earlier in this section on page 3-9, Emergency Landing Without
Engine Power. Maintaining the best distance glide speed provides the maximum distance over
the ground with the least altitude loss. The preceding graph Figure 3 - 4 provides information on
ground distance covered for a given height above the ground.
Forced Landing with the Throttle Stuck in the Idle Position
– If the throttle is stuck at idle or
near idle power, then a forced landing must be performed. The procedures are somewhat similar
to those associated with a complete power loss. However, powerplant shutdown should be
delayed as long as safely practicable since the stuck throttle may be spontaneously cured.
Changes in altitude, temperature, and other atmospheric conditions associated with the descent
may combine to alleviate the stuck throttle condition. On the other hand, the problem could be
the result of a broken throttle cable, which has no immediate cure. Regardless of the cause, the
pilot lacks both the time and resources to properly analyze the cause. Running the engine until
the last practicable moment, within the confines of safety, is the most prudent course of action.
It is possible that the throttle may stick at a power setting that is above idle, but at insufficient
brake horsepower to sustain level flight. At the same time, this condition may restrict the desired
rate of descent. In this situation, the pilot can use the propeller control to control power.
Stuck Throttle with Sufficient Power to Sustain Flight
– If the throttle sticks at a power
setting that produces enough power for continued flight then a landing should be made as soon as
possible. Power may be partially controlled with the use of the mixture control or propeller
(RPM) control. If the airplane is near the ground, climb to an altitude that provides a greater
margin of safety, provided there is sufficient power to do so. Do not begin the descent for
landing until the airplane is near or over the airport. Again, as mentioned in the previous
paragraph, the pilot can set the mixture control to idle cutoff to momentarily stop the operation
of the engine. If cylinder head temperatures fall below 240º, restart the engine as necessary by
enriching the mixture. A checklist for a stuck throttle condition that will sustain flight is
discussed on page 3-17.
FLIGHT CONTROLS MALFUNCTIONS
General
– The elevator and aileron controls are actuated by pushrods, which provide direct
positive response to the input of control pressures. The rudder is actuated by cable controls. The
pushrod system makes the likelihood of a control failure in the roll and pitch axis remote.
Aileron or Rudder Failure
– The failure of the rudder or ailerons does not impose a critical
situation since control around either the vertical and longitudinal axes can still be approximately
maintained with either control surface. Plan a landing as soon as practicable on a runway that
minimizes the crosswind component. Remember that the skidding and slipping maneuvers