Altitude and vertical speed utilize static pressure. Because  there is typically no static line connecting these, they operate  independently. Therefore, if one fails or becomes plugged, the  other can act as a reference. For example, if the altimeter fails  for any reason, the vertical speed indicator would provide the  pilot with information on whether the aircraft was climbing,  level, or descending. The global positioning system (GPS)  (if equipped) could also provide altitude readings. If the  vertical speed indicator failed, the altimeter could provide  information on whether the aircraft was climbing, level, or  descending by looking at the altitude reading over time.  deck management procedures should reveal any open pockets  or items that could dislodge and fly into the propeller. The  passenger in the back should be instructed not to take off  gloves, helmet, or glasses, or pull out a camera/mobile phone  without a lanyard. However, the passenger in the rear seat  cannot be monitored completely; it is possible that items  could fly out of the flight deck and go through the propeller,  presenting a serious situation. If there is any landing gear malfunction before or during  takeoff, the flight or takeoff should be aborted and the  malfunction fixed before attempting another takeoff.  However, if a malfunction takes place during or after takeoff  in which the landing gear is not completely functional for  landing, the situation should be evaluated using aeronautical  decision-making (ADM) to make the best choice based on  the outcome of the situation. If a tire falls off, a known flat of the tire is evident, or a  landing gear strut has shaken loose or become damaged,  precautionary measures must be taken to minimize the results  from landing with a defective landing gear. Fly to a smooth runway where the WSC aircraft can skid  and not stop abruptly and tumble. Inform the local ATC,  UNICOM, or multicom frequency that there is a MAYDAY  in order to obtain immediate help for a crash landing. There is no hurry to land, so use ADM to survey the situation  and make the best decision on where and how to land. Find  a location that has medical support, a smooth runway that  minimizes abrupt stops/tumbling, and land into the wind for  the best outcome. Attempt to make a normal approach into  the wind with the lowest possible speed to touchdown.  A propeller strike in a pusher WSC aircraft is more dangerous  than in any other aircraft. If an object or the propeller is fl ung  up into the wing trailing edge, a structural failure could occur.  This situation should not be underestimated or ignored. Procedures should be implemented and followed to avoid  propeller strikes from articles flying out of the fl ight deck.  Passengers sitting in the back are the greatest risk to propeller  strikes. A comprehensive preflight brief with proper fl ight  The AFM/POH for the specific aircraft contains information  that should be followed in the event of any abnormal  engine instrument indications. The table in  Figure 13-8 offers generic information on some of the more commonly  experienced inflight abnormal engine instrument indications,  their possible causes, and corrective actions. It is important to  know that when an engine temperature probe fails, it usually  reads an unusually low value, zero, or does not register. This  should be taken into account when evaluating the situation  with engine instruments. A runaway or stuck throttle during flight can be handled by  climbing or flying to a suitable location where the engine can  be shut off and a safe engine-off landing can be made. Throttles can stick above idle or unexpectedly increase, which  is called a runaway throttle. If on the ground, a runaway  throttle can be disastrous if not anticipated and mitigated. A  pilot (and instructor, if teaching) should always have access  to the ignition system in order to shut it off immediately in the  event of a throttle stuck above idle or a runaway throttle. A  runaway throttle can be caused by the pilot or student pushing  on the throttle pedal during taxi or startup, thinking it is the  right brake, as in an airplane. Setting the cruise throttle to  full open rather than full closed during startup also causes a  runaway throttle. On startup, the checklists must be followed,  including cruise throttle closed, foot off of foot throttle, brake  on, propeller cleared, etc. The PIC must have control of the  ignition to shut it off immediately during startup and taxi. If a bird strike occurs or anything else hits the propeller,  reduce throttle immediately and evaluate the situation. The  severity of the vibration is the key element to determining  what to do. If the vibration is severe, shut off the engine and  make an emergency landing. Minor vibration can be tolerated,  but the risk of flying with a damaged propeller, which could  dislodge and hit the sail, should be minimized. It is best to  shut down the engine and perform an emergency landing.  Landing Gear Malfunction Stuck or Runaway Throttle  Inadvertant Propeller Strike  Abnormal Engine Instrument Indications 13-13