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with engine instruments.
13-14
Figure 13-8. Common inflight abnormal engine instrument indications, causes, and corrective inflight actions.
MALFUNCTION PROBABLE CAUSE CORRECTIVE ACTION
For two-stroke engines
Slow loss of RPM during cruise fl ight Carburetor or induction icing or air fi lter
clogging
Apply carburetor heat. If dirty fi lter is
suspected, divert to closest airport.
High cylinder head temperature (CHT) Insuffi cient airspeed for cooling (for ram air
cooling systems)
Reduce throttle. Increase airspeed.
Improper mixture adjustment Reduce throttle. Land as soon as possible.
Detonation or preignition Reduce power, increase cooling airfl ow.
Land as soon as practical.
Very high cylinder head temperatures
(CHT) and climbing
Cooling system failure Reduce throttle and land as soon as
practical. Shut off engine if readings climb
well above manufacturer’s limits to avoid
engine damage.
Low cylinder head temperature (CHT) Excessively rich mixture Reduce altitude.
Extended glides without clearing engine Clear engine long enough to keep
temperatures at minimum range.
High exhaust gas temperature (EGT) Lean mixture from improper jetting (can
result from jetting set for higher altitude
airport and fl ying to lower altitude airport)
Reduce throttle. Land as soon as practical.
Lean mixture from additional air leaking
into induction system
Reduce throttle. Land as soon as possible.
Low exhaust gas temperature (EGT) Rich mixture from improper jetting Land as soon as practical.
Ammeter indicating discharge Magneto/generator failure Shed unnecessary electrical load. Land as
soon as practicable.
Rough running engine Improper mixture Land as soon as practical.
Carburetors out of adjustment or out of
synchronization (more evident at lower
rpm)
Idle at higher rpm. Land as soon as
practical.
Detonation or preignition Reduce power. Land as soon as practical.
Induction air leak Reduce power. Land as soon as practical.
Plugged fuel nozzle (for fuel injection) Reduce power. Land as soon as practical.
For four-stroke engines
High oil temperature Oil congealed in cooler Reduce power. Land. Preheat engine.
Inadequate engine cooling Reduce power. Increase airspeed.
Detonation or preignition Observe cylinder head temperatures for
high reading. Descend to enrich mixture.
Forthcoming internal engine failure Land as soon as possible.
Defective thermostatic oil cooler control Land as soon as possible.
Low oil temperature Engine not warmed up to operating
temperature
Warm engine in prescribed manner.
High oil pressure Cold oil Warm engine in prescribed manner.
Possible internal plugging Reduce power. Land as soon as possible.
Low oil pressure Broken pressure relief valve Land as soon as possible.
Insuffi cient oil Land as soon as possible.
Burned out bearings Land as soon as possible.
Fluctuating oil pressure Low oil supply, loose oil lines, defective
pressure relief valve
Land as soon as possible.
13-15
Weather Related Emergencies
High Winds and Strong Turbulence
Prefl ight planning for intended airports and winds aloft over
the planned route and possible diversions can provide the
pilot a means of anticipating the winds that would exceed
aircraft or pilot capabilities. However, unanticipated high
winds can create an emergency for any aircraft. High
winds during cruise fl ight are not a danger unless they
create extreme/severe turbulence, or the pilot is fl ying with
questionable fuel reserves into a headwind that is stronger
than expected.
High Winds and Turbulence During Cruise Flight
If the winds at cruise altitude provide an unanticipated
slower groundspeed than planned, and the fuel reserves are
questionable, the fl ight should be diverted to an alternate
airport so there is no chance of running out of fuel for the
intended fl ight. Stronger headwinds and crosswinds slow the
groundspeed; tailwinds increase the groundspeed, resulting
in the ability to reach airports that are farther away. The GPS
is an accurate tool for measuring an aircraft’s groundspeed
during fl ight.
In high winds, it is generally advisable to cruise with enough
ground clearance to assure that turbulence or sinking air does
not reduce altitude to an unsafe level. For example, maintain
at least 1,000 feet AGL when fl ying in strong winds to be far
enough away from the ground to account for any turbulence,
wind shear, or downdrafts.
If a pilot is flying and sees high wind or a gust front
approaching with blowing dust or other indicators, a decision
　
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