SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B 867 SHP
GARMIN G1000
U.S.
FAA APPROVED
SMOKE AND FIRE (Continued)
Probable causes of an engine fire are a malfunction of the fuel control
unit and improper starting procedures. Improper procedures such as
starting with the EMERGENCY POWER lever out of NORMAL position
or introducing fuel into the engine when N
g
is below 10% RPM will
cause a hot start, which can result in an engine fire. In the event that
this occurs, refer to ENGINE FIRE DURING START ON GROUND
checklist.
If an airplane fire is discovered on the ground or during takeoff, but prior
to committed flight, the airplane should be stopped and evacuated as
soon as practical.
Engine fires originating in flight must be controlled as quickly as
possible in an attempt to prevent major structural damage. Immediately
pull out on the FUEL/OIL SHUTOFF control knob and shut down the
engine. Close the CABIN HEAT FIREWALL SHUTOFF control and
forward side air vents to avoid drawing fire into the cabin, open the
overhead air vents, set WING FLAPS to LAND and reduce airspeed to
80-85 KIAS. This provides a positive cabin pressure in relation to the
engine compartment. An engine restart should not be attempted.
An open cockpit side window produces a low pressure in the cabin. To
avoid drawing the fire into the cabin, the cockpit side window should be
kept closed.
A fire or smoke in the cabin should be controlled by identifying and
shutting down the faulty system. Smoke can be removed by opening
the cabin ventilation controls. When the smoke is intense, the pilot can
choose to expel the smoke through the cockpit side window. The
cockpit side window should be closed immediately if the fire becomes
more intense when the vent window is opened.
The initial indication of an electrical fire is usually the odor of burning
insulation. In the event that this occurs, refer to ELECTRICAL FIRE IN
FLIGHT checklist.
208BPHCUS-00
3-44
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