No matter what aircraft you fly, best glide speed is usually published in the aircraft POH, and it's the best airspeed to start with as you're setting up for a power off landing. Best glide gives you the best glide angle as you drift down, which means that if you maintain best glide all the way to the ground, you'll travel the furthest distance possible without power. There's something you need to keep in mind about best glide, though.
Like most airspeeds in the POH, best glide is calculated at max gross weight. And as weight decreases, so does the speed that will maximize your distance.
The change is minor, but if you're trying to get the most out of your glide and you're lighter than max gross weight, a slightly slower speed may help you out.
If you want to stay in the air for the longest time possible, you want to fly at the minimum sink speed. Unfortunately, there's a problem with that. The minimum sink speed is rarely published for powered aircraft. But there is a way you can figure it out: try it in your plane. Minimum sink is always slower than best glide, because it's the point on the power required curve where the least amount of power is required. Keep in mind, though, you're going quite a bit slower than your best glide speed, and that can significantly impact your glide range.
Unless you have a good landing site below you, and you're trying to maximize your time aloft to troubleshoot the engine and talk to ATC, minimum sink isn't necessarily going to be as helpful as sticking with best glide will be. When it comes to landing sites, you really have two choices.
Land at an airport, or land somewhere else. Typically, your first choice is to land at an airport, if you can. Once you pick an airport and go direct to it, you'll know your distance to the runway. The next question is: can you get there?
That's where some quick mental math comes in. So for example, if you're 4,' above the ground, you'll be able to glide about 6 nautical miles before your wheels are on the ground. If you have ForeFlight's new "Glide Advisor" feature, that can tell you even faster what airports you're within gliding distance of.
So what should you do if you don't have GPS? Pull out your sectional chart, if you have time. You probably won't have a plotter handy to measure the distance from your position to a nearby airport, but you can always use the distance measurement at the bottom of the chart. Use your fingers to get a measurement from your position to the airport, move it down to the legend, and there you have it, the distance to your airport.
As you get close to the airport, you need to plan your landing, and that's going to start by choosing a runway. There are a few ways you can do it. If you know the ASOS frequency, you can dial it in and pick up the winds. You now need to work out how to land in the middle of your chosen field. You need to plan an approach and pattern which will bring you safely to the middle of the field for touchdown, as this allows you some space for error.
Only when all of this is done should you start to consider a possible engine restart, and a mayday call on the radio. Once you are safely established in a glide which you know will enable you to reach your chosen field, can you can take sensible steps to restart the engine.
You may only need something as simple as the application of carburetor heat or to change fuel tanks. If this is the case, well and good, and you can fly away safely. If it is something more complex than that, then it is best not to waste time bothering. I was always taught that if carburetor heat or changing fuel tanks did not work, you should not try anything else, but should just concentrate on landing the plane safely. Putting out a mayday call will hopefully draw attention to your plight, and it means that the emergency services can be alerted, so that someone will be there to help when you land, or at least well on the way.
The mayday call taught during the PPL course is quite detailed, and this is fine if you have time for it. Simply give ATC your callsign and position if that is all you can manage. There is not much point in telling them your altitude, as it will be constantly changing! Once you are committed, and you know you can reach the field safely, you can start to do shutdown checks if time permits.
Turn off the fuel and the engine, as you do not want the engine to suddenly and unaccountably start up at very low level, which has occasionally been known to happen. But ensure the electrics remain on, to enable electrically operated items such as flaps and the radio to operate. If there is time, brief your passengers for the emergency landing. Of course, they should have been briefed before the start of the flight, but they will probably not remember everything by this point.
From the foot point, the approach becomes the same as the glide approach exercise which you will have practiced during the PPL course.
Be too high if necessary, rather than too low. You cannot gain height, and on no account try to stretch the glide. But if necessary you can lose height, by doing S-turns, side slipping, or even orbiting. Once you are certain of reaching your aiming point, you can use flaps if necessary. After that try to land as slowly as is safe, particularly if the field is soft or at all uneven, or has crops in it.
But remember, your primary objective is to survive the forced landing; saving the aircraft is a bonus! Engine failure after takeoff is one of the most difficult emergencies to deal with. After all, the plane will be climbing, and at a low altitude.
If the engine fails in this flight configuration, then making the right decision quickly and correctly is essential if a safe landing is to be made. From the base leg, further adjustments can be made if necessary. If the approach appears too low, the turn onto final can be made early. Conversely, if too high, the base leg can be extended or the turn widened to pass through the centreline. No checks are carried out during this segment. The student should be familiar with the glide approach as covered in the circuit lessons.
It's very important to offset drift during the base leg to ensure the aeroplane tracks correctly in relation to the field.
If there's a need to use flap earlier, because you are grossly high, then flap is used. The approach and landing phase of this lesson will be covered in more detail in the following 'considerations' lesson. No new material included here. The student should know all of the checks on the ground and be able to take you to the training area with little input from you. During the climb and transit to the training area, point out the various wind indicators and surface types ploughed, swampy.
Encourage the student to evaluate the field type while they are carrying out the go-around. Also, give the student some opportunity to practise estimating the elevation of various landing sites, preferring a rounding-up estimate if in doubt. Before starting the exercise, all available indicators of wind should be observed or discussed, the initial forced-landing site pointed out, and the student asked to estimate its elevation.
The various reasons for choosing the landing site are discussed in relation to the 'seven Ss, C and E'. The introduction to forced landing without power is never carried out onto an aerodrome or agricultural airstrip. This is because a major part of this exercise deals with assessing the wind without a windsock or known active runway and the suitability of the landing site, which is not a designated landing area.
In addition, all aerodromes attract aircraft and have an aerodrome traffic pattern around them, requiring radio calls to be made for the information of other traffic. Even if you carry these out, they form a distraction to the lesson. Throughout this process, the chosen landing site is kept on the left of the aeroplane student's side and the aeroplane is held in a gentle level turn so that the landing site can be continually observed.
Before the throttle is closed to simulate the engine failure, all the considerations of wind, elevation, landing site and reference points are discussed. The aim is to demonstrate the ideal forced-landing pattern, and later exercises will require the student to adapt this pattern for the conditions under which the power failure is simulated. The first demonstration, patter and student practice should be conducted at a suitable altitude so as to introduce the exercise gently and allow them time to put the briefing items into practice.
It's recommended that the exercise begin with the initial actions and a demonstration and patter. The checks will be covered in the next lesson. The aeroplane is positioned on the non-traffic side of the chosen landing site, facing into wind, preferably at least feet AGL to give information-processing time. Closing the throttle is at your discretion so, once all relevant points about the approach have been observed by the student, position the aeroplane appropriately and start the simulation.
Carburettor heat is selected to HOT, the throttle closed, the initial actions carried out, and the plan activated. Except for the regular engine warm, no other checklists are completed. Throughout the approach, you should draw the student's attention to the relevant features and wind. The foot area is relatively easy to achieve because it's such a large area, and the foot area cannot be missed if the spacing is correct.
This is because the student has spent several hours in the normal circuit, and all their experience in judging an approach has been in relation to a threshold or runway end.
At this point, the objective of this exercise has been achieved. Regardless of the answer to that question, you tell the student to go around. You, or the student, must assess whether an earlier go-around is advisable due to turbulence, terrain, stock, or nearby habitation. In following lessons, the aeroplane will be taken below feet and the student will have the opportunity to more accurately assess if the aim point will be reached.
The aeroplane should be repositioned to the ideal forced-landing start position using the same landing site for student practice. If not, you may need to prompt the student with questions, especially if you doubt the aeroplane's ability to reach the nominated references. Where possible, this exercise concludes either with a demonstration forced landing onto the home aerodrome, or the student is encouraged to fly the pattern down to about feet AGL.
During the latter exercise, you make all radio calls so that the student can concentrate on the pattern. Maintain situational awareness and beware of other traffic because a simulated forced landing does not give you automatic right of way. The handout on this lesson should include a complete set of checks to be learned before the next lesson. Your student will be ready for solo exercises to the training area soon, and they should be showing progress in that direction.
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Forced landing without power — pattern. Circuit training This briefing covers the determination of wind direction; the selection of the most suitable landing site; initial configuration of the aeroplane for best gliding performance; and the pattern flown to achieve a successful forced landing.
The heavy airplane might have to do a power off approach someday and the cub pilot may have to extend his pattern. I encourage all pilots I fly with to practice power off approaches from time to time.
True, rapidly closing the throttle when the engine is hot from a period of high power can cool it too fast, but if one is planning a power off approach, it is easy to arrive at the downwind with the engine already relatively cool.
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