The initial indication of an electrical fire is usually the distinct odor of burning insulation. Once an electrical fire is detected, the pilot should attempt to identify the faulty circuit by checking circuit breakers, instruments, avionics, and lights. If the faulty circuit cannot be readily detected and isolated, and flight conditions permit, the battery master switch and alternator/generator switches should be turned off to remove the possible source of the fire. However, any materials that have been ignited may continue to burn.

If electrical power is absolutely essential for the flight, an attempt may be made to identify and isolate the faulty circuit by:

This procedure, however, has the effect of recreating the original problem. The most prudent course of action is to land as soon as possible.

Cabin fires generally result from one of three sources: (1) careless smoking on the part of the pilot and/or passengers; (2) electrical system malfunctions; or (3) heating system malfunctions. A fire in the cabin presents the pilot with two immediate demands: attacking the fire and getting the airplane safely on the ground as quickly as possible. A fire or smoke in the cabin should be controlled by identifying and shutting down the faulty system. In many cases, smoke may be removed from the cabin by opening the cabin air vents. This should be done only after the fire extinguisher (if available) is used. Then the cabin air control can be opened to purge the cabin of both smoke and fumes. If smoke increases in intensity when the cabin air vents are opened, they should be immediately closed. This indicates a possible fire in the heating system, nose compartment baggage area (if so equipped), or that the increase in airflow is feeding the fire.

On pressurized airplanes, the pressurization air system removes smoke from the cabin; however, if the smoke is intense, it may be necessary to either depressurize at altitude, if oxygen is available for all occupants, or execute an emergency descent.

In unpressurized single-engine and light twin-engine airplanes, the pilot can attempt to expel the smoke from the cabin by opening the foul weather windows. These windows should be closed immediately if the fire becomes more intense. If the smoke is severe, the passengers and crew should use oxygen masks if available, and the pilot should initiate an immediate descent. The pilot should also be aware that on some airplanes, lowering the landing gear and/or wing flaps can aggravate a cabin smoke problem.

The inability to extend the wing flaps necessitates a no-flap approach and landing. In light airplanes, a no-flap approach and landing is not particularly difficult or dangerous. However, there are certain factors that should be considered in the execution of this maneuver. A no-flap landing requires substantially more runway than normal. The increase in required landing distance could be as much as 50 percent.

When flying in the traffic pattern with the wing flaps retracted, the airplane should be flown in a relatively nose-high attitude to maintain altitude, as compared to flight with flaps extended. Losing altitude can be more of a problem without the benefit of the drag normally provided by flaps. A wider, longer traffic pattern may be required in order to avoid the necessity of diving to lose altitude and consequently building up excessive airspeed.

On final approach, a nose-high attitude can make it difficult to see the runway. This situation, if not anticipated, can result in serious errors in judgment of height and distance. Approaching the runway in a relatively nose-high attitude can also cause the perception that the airplane is close to a stall. This may cause the pilot to lower the nose abruptly and risk touching down on the nose-wheel.

With the flaps retracted and the power reduced for landing, the airplane is slightly less stable in the pitch and roll axes. Without flaps, the airplane tends to float considerably during roundout. The pilot should avoid the temptation to force the airplane onto the runway at an excessively high speed. Neither should the pilot flare excessively because without flaps, this might cause the tail to strike the runway.

An asymmetric “split” flap situation is one in which one flap deploys or retracts while the other remains in position. The problem is indicated by a pronounced roll toward the wing with the least flap deflection when wing flaps are extended/retracted.

The roll encountered in a split flap situation is countered with opposite aileron. The yaw caused by the additional drag created by the extended flap requires substantial opposite rudder resulting in a cross-control condition. Almost full aileron may be required to maintain a wings-level attitude, especially at the reduced airspeed necessary for approach and landing. The pilot should not attempt to land with a crosswind from the side of the deployed flap because the additional roll control required to counteract the crosswind may not be available.

The approach to landing with a split flap condition should be flown at a higher than normal airspeed. The pilot should not risk an asymmetric stall and subsequent loss of control by flaring excessively. Rather, the airplane should be flown onto the runway so that the touchdown occurs at an airspeed consistent with a safe margin above flaps-up stall speed.

In many airplanes, the elevator is controlled by two cables: a “down” cable and an “up” cable. Normally, a break or disconnect in only one of these cables does not result in a total loss of elevator control. In most airplanes, a failed cable results in a partial loss of pitch control. In the failure of the “up” elevator cable (the “down” elevator being intact and functional), the control yoke moves aft easily but produces no response. Forward yoke movement, however, beyond the neutral position produces a nose-down attitude. Conversely, a failure of the “down” elevator cable, forward movement of the control yoke produces no effect. The pilot, however, has partial control of pitch attitude with aft movement.