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091-00019-001 REV B
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091-00019-001 REV B
CHAPTER 6 EXPANDED EMERGENCY AND ABNORMAL PROCEDURES
EFD1000 C3 Pro PFD Pilot’s Guide
On the initial climb-out after takeo, it is also good practice to note and call out passing
through a pre-determined altitude above ground level (AGL) a couple of minutes after
takeo and ideally before entering the clouds (e.g. “2,000 feet”). If your primary and
backup instruments are not showing the altitude and airspeed you normally expect to
see at that point, you might have partially blocked static system ports. This AGL check
and call-out is also a good time to verify that no fuel is siphoning out from the fuel caps,
etc. If indications suggest a static system blockage, try switching to an alternate static
air source and consider landing to correct the problem.
In ight, if airspeed or altitude anomalies consistent with an obstructed pitot or static
line are observed, the pilot should recognize that the PFD attitude indication will soon
be compromised. If in IMC, immediately use the backup attitude indicator to y the
airplane and turn pitot heat ON if icing is suspected. If at any time there is suspicion of
an obstructed pitot or static line, use the backup attitude indicator until the situation
isresolved.
If the pitot tube becomes blocked in ight, the most common cause is icing. In-ight
indications of a blocked pitot tube are typically:
1) All airspeed indicators incorrectly show zero (or close to zero);
or
2) Airspeed in level ight does not change in response to changes in power or
drag and airspeed indications act like an altimeter (decreasing in a descent
and increasing in a climb, exactly the opposite of normal behavior).
Airspeed going to zero is by far the most common symptom of a blocked pitot tube.
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