FORCED LANDING WITHOUT POWER
FIELD SELECTION
Selection of suitable forced landing area e.g.:
a. Airfield.
b. Obstruction free road.
c. Cultivated land.
d. Suitable open terrain.
LOOK OUT
i. Select suitable force landing area according to prevailing conditions and circumstances, considering:
a. Size and shape of area.
b. Surface condition.
c. Surface wind strength and direction.
d. Approximate elevation of field.
e. Obstacles in overshoot and undershoot areas.
ii. ONCE FIELD HAS BEEN SELECTED DO NOT CHANGE YOUR MIND.
4. PLANNING DESCENT i. Turn towards selected field:
a. Plan descent according to altitude available, aiming to achieve normal glide approach base leg position, i.e.
“Key point” 1000 ft agl. On base leg, from where a normal glide approach and landing is usually made.
ii. DO NOT LOOSE SIGHT OF FIELD iii. Descent should be a gently regulate
position for loss of height, but ensuring aircraft slightly high when turning on final approach.
iv. PRACTICE FORCED LANDING
a. Warm up engine every 500 or 1000 ft loss of attitude.
b. Monitor engine temps/pressures.
v. On downwind or equivalent leg, carry out normal downwind checks and prepare for
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While position aircraft in forced landing circuit. i. Check:
a. Fuel system – selection and contents, pump on, primer locked.
b. Engine systems – ignition oil
pressure, carb. heat, mixture setting, etc.
c. Electrical system.
ii. Re-start – attempt to restart engine using normal in flight starting procedure.
iii. Re-start unsuccessful:
a. “May-Day” call.
b. Switch off all fuel, engine and electrical services (as applicable).
iv. PRACTICE FORCED LANDING a. Warm up engine as discussed.
b. Monitor temperatures and pressures.
6. FLAPS AND UNDERCARRIAGE i. Flaps – use optimum flap as required whilst positioning in circuit.
ii. Undercarriage – early decision required as to whether or not to force land with
undercarriage in up or down position.
Decision will depend on terrain but
undercarriage may be lowered if certain of getting in on recognised airfield.
iii. PRACTICE FORCED LANDING Lower undercarriage during normal landing checks.
7. KEY POINT – 1000 ft agl. Position on base leg from where a normal glide approach would be attempted.
i. Passenger briefing – review.
ii. Forced landing checks – ensure:
a. Fuel off.
b. Ignition off.
c. Harness tight.
d. Cabin door/emergency exit open.
e. Master switch – off for after final flap setting / undercarriage extension completed if applicable to type).
8. FINAL APPROACH i. From „Key point‟ 1000 ft agl. On base leg, execute a gliding turn onto final.
ii. Plan to be slightly higher than for a normal approach when turning finals.
iii. Plan to land 1/3 of the way into the runway with optimum flap but when sure of getting in, adjust descent to bring touchdown point closer to „runway‟ threshold.
iv. Methods of adjusting approach and losing height:
a. Flaps.
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b. Increasing speed – after full flap extension (do not exceed Max Vfe).
c. Side slipping – exercise caution if flaps lowered. Some aircraft types does not allow sideslip with any amount of flap.
d. Propeller pitch – full fine.
e. Slipping turns.
f. Hammerhead/S-turns on final approach – ensure wings level ± 400ft agl.
g. Any combination of above. Bank angle should not be more than 30°
below 500ft agl.
h. PRACTICE FORCED LANDING 1. Procedure for going around –
refer to exercise 13 for details.
2. Go-around procedure to be executed at safe height of 200 ft agl.
NOTE: The student pilot is only allowed to land the aircraft solo at a licensed airfield.
9. TOUCHDOWN AND LANDING i. Hold off as long as practical.
ii. Brakes – use as conditions dictate.
iii. Emergency stopping;
a. When speed is still high – retract undercarriage if possible.
b. When speed is relatively low – carry out controlled ground loop.
10. AFTER LANDING i. Evacuation of occupants.
ii. Aircraft security.
iii. Report incident by radio or telephone to ATC and Police.
c. CONSIDERATIONS OF AIRMANSHIP AND ENGINE HANDLING AIRMANSHIP
i. Selection of landing area – depending on conditions.
ii. Planning of circuit to achieve 1000 ft agl “Key point” on base leg.
iii. Aim to fly a „normal‟ downwind and base leg. If possible.
iv. Possible non-standard circuit pattern may be executed to ensure 1000 ft agl. key point on base leg.
v. Assessment of wind effect on circuit pattern.
vi. Importance of keeping field in sight at all times.
vii. Analysis of reasons for engine failure.
viii. Radio call – „May-Day‟ and subsequent reporting of forced landing.
ix. Gliding speed/attitude relationship.
x. Use of optimum/drag flaps to control height loss.
xi. Undercarriage position for landing – discuss.
xii. Plan to be high on final approach and discuss methods of loosing excess height.
xiii. Passenger briefing and forced landing checks.
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xiv. Practice forced landing – go-around procedure.
xv. Methods of stopping the aircraft after touchdown – discuss.
xvi. Evacuation of passengers.
ENGINE CONSIDERATIONS
i. Causes of possible engine failure
a. Fuel starvation – poor fuel management, running out of fuel.
b. Ignition switch accidentally turned off.
c. Mixture too weak or too rich.
d. Carburettor icing.
e. Major mechanical defect in engine.
f. Overheating of engine.
ii. In practice forced landing, simulate engine failure by:
a. CLOSING THE THROTTLE – smoothly.
b. DO NOT – CUT THE MIXTURE
– TURN OFF THE FUEL – SWITCH OFF THE IGNITION
c. WARM UP ENGINE EVER 500 or 1000 ft, depending on engine type.
d. Richen mixture while descending.
e. Ensure carburettor heat control is „FULL ON‟ during the gliding phase of the practice forced landing (If applicable).
d. SIMILARITY TO PREVIOUS EXERCISES i. Straight glides and gliding turns.
ii. Glide approach and landings (various flap settings).
iii. Circuits and landings.
iv. Engine failure after take-off.
v. Go-around procedure (for practice forced landing).
vi. Precautionary landing – analysis of engine problem and briefing of passengers.
e. DE-BRIEFING AFTER FLIGHT
1. Briefly recap on the exercise and emphasise the important applicable to:
i. The importance of achieving the correct gliding speed.
ii. Proper planning of the descent.
iii. Student must not deviate from laid down procedures.
2. Discuss the common faults students usually make:
i. Forced landing poorly planned.
ii. Students forgetful on procedures.
iii. Loosing sight of the selected field during the descent.
3. Discuss the student‟s actual faults.
For each fault the instructor must indicate:
i. The symptoms of the fault.
ii. The cause of the fault.
iii. The result the fault could have led to.
iv. The corrective action required.
f. BRIEFLY DISCUSS THE REQUIREMENTS OF THE NEXT LESSON
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REV NO: 04 DATE AMENDED: 26 September 2008