Emergency Procedures - Engine failure/off airport landing without engine power

Objective: To develop the student’s knowledge and skill in performing emergency procedures so that they will respond appropriately in emergency situations to maintain safe and legal flight.

Instructor Actions: Review the procedures with student on ground prior to flight and explain and demonstrate the procedures for the student toward the beginning of the flight. Then continue following the Demonstration-Performance Training Method (Explanation, Demonstration, Student Performance/Instructor Supervision, Evaluation). Or use the Telling and Doing Technique (Instructor Tells-Instructor Does, Student Tells-Instructor Does, Student Tells-Student Does).

Student Actions: Student will answer questions to display knowledge of this procedure when prompted by the instructor. The student will perform each step of the procedure. If the Telling and Doing Technique is used then the student will also “tell” (describe each step of) the procedure.

Elements:

- when engine failure is simulated student immediately responds by establishing best glide speed (once best glide speed is established the airplane should be trimmed to maintain that airspeed)

- flaps and gear should be adjusted as appropriate

- best glide speed should be maintained +/- 10 knots

- student should have a field or other suitable area chosen for a landing, and should indicate the field chosen to the instructor

- carburetor heat should be on and engine should be cleared (by advancing the throttle) occasionally during the simulated emergency procedure

- Student should perform “Engine Failure During Flight Checklist” (Best glide speed, carburetor heat - on, fuel selector valve - both, mixture - rich, ignition switch - both (or start if propeller is stopped), primer - in and locked)

- if engine does not start, student should then perform (Only pretend to perform by calling out the items, unless a real emergency) “Emergency Landing Without Engine Power Checklist” (Best glide speed, mixture - idle cut-off, fuel selector valve - off, ignition switch - off, landing gear down (up if terrain is rough or soft), wing flaps - as required (30° recommended), unlatch doors before touchdown, turn master switch off when landing is assured, touchdown slightly tail low, apply brakes heavily after touchdown)

- note that section 3 in the POH/AFM will usually contain emergency procedures

- student should spiral over the landing field until arriving at a key position on a normal traffic pattern altitude for the selected landing area (considering altitude, wind, terrain, and obstructions, i. e. land into the wind, and not downhill)

- the simulated emergency landing should be terminated as soon as it can be determined whether or not the landing could have been made.

- using slips might be useful in this procedure more so than a regular approach (if too high)

Common Errors:

- eagerness to land may result in arriving at the end of the field with too much speed

- failure to maintain best glide speed +/- 10 knots

- failure to account for wind

- failure to arrive at the end of the field at the proper altitude/or speed

- failure to follow checklist

- delaying the choosing of a suitable landing area

- adding flaps to soon or too late

Completion Standards: The lesson is complete when the student is able to demonstrate knowledge of the procedures by answering questions and by satisfactory performance of the procedures according to the expectations of the instructor based upon the standards of the PTS for the students stage in training.

Sources: AFH (2004 edition), page 8-25 to 8-27, figure 8-29. Commercial PTS (Effective August 1, 2002), 1-32. Private Pilot PTS (updated 2/22/2008), 1-32. PHAK (2008 edition) page 8-4. Cessna 1979 model 152 information manual, page 3-4. Cessna 1980 model 172 Cutlass RG Information manual, page 3-4.

Ground Reference Maneuvers: S-Turns

Objective: To develop the students ability to compensate for drift during turns, orient the flight path with ground references, follow an assigned ground track, arrive at specified points on assigned headings, and divide the attention of the pilot between airplane control and ground track.

Instructor Actions: Review the maneuver with student on ground prior to flight and explain and demonstrate the maneuver for the student toward the beginning of the flight. Then continue following the Demonstration-Performance Training Method (Explanation, Demonstration, Student Performance/Instructor Supervision, Evaluation). Or use the Telling and Doing Technique (Instructor Tells-Instructor Does, Student Tells-Instructor Does, Student Tells-Student Does).

Student Actions: Student will answer questions to display knowledge of this procedure when prompted by the instructor. The student will perform each step of the procedure. If the Telling and Doing Technique is used then the student will also “tell” (describe each step of) the procedure.

Elements :

- first clear the area

- begin maneuver at 600’ to 1,000’ AGL at cruise stetting with airspeed not to exceed maneuvering speed

- choose a straight ground reference line (a road, or seeable fence)

- cross the road at 90°, flying in a downwind direction

- when over the road begin a turn to the left (or right) turning relatively steep initially (since you are downwind) and shallowing the turn as you continue to complete it (since ground speed will be slower because of increasing headwind)

- the first turn (and the second) should be of uniform radius and should be completed by re-crossing the road at a 90° angle after 180° of turn is completed

- begin a second (the second part of the S in the S-turn) turn in the opposite direction as you cross the road

- the second turn will be upwind in the begging so it should be a shallow turn increasing to a moderate and then a steep bank prior to finishing the S- turn, by crossing the road for the third time, at a 90° angle after 180° of turn.

- altitude should be maintained +/- 100’ and airspeed should be maintained +/- 10 knots

- note that, as with other maneuvers, ground speed is less when flying in to a headwind, and higher when flying downwind. So a steeper bank will be necessary when flying downwind, and a shallower bank will be necessary when flying upwind, so that your path relative to the ground will be the same.

- as you go fast you also need to turn sharper.

- bank angle will be moderate with a crosswind

Common Errors:

- failure to adequately clear the area

- skidding or slipping

- gaining or losing too much altitude

- inability to properly visualize the half circle ground track

- improper wind correction

- failure to scan for traffic

Completion Standards: The lesson is complete when the student is able to demonstrate knowledge of the maneuver by answering questions and by satisfactory performance of the maneuver according to the expectations of the instructor based upon the standards of the PTS for the students stage in training.

Sources: AFH (2004 edition), page 6-6 to 6-7, figure 6-5. Private Pilot PTS (updated 2/22/2008), page 1-22.

Weather Briefings Part II: Standard, Abbreviated, Outlook

A Standard briefing provides you with the complete weather picture. It should be received before any departure. A standard briefing covers the information shown below and usually in that order. 1. Adverse conditions, such as airmets, sigmets, TFRs, and whether or not VFR flight is recommended. 2. An overview of the overall weather picture. 3. Current conditions 4. En route forecast 5. Forecast for the destination. 6. Winds and temperatures aloft. 7. Notices to Airmen. 8. ATC delays and other information.

An Abbreviated briefing is (as the name implies) a shortened version of the standard briefing. This type of briefing is useful if you had already gotten a standard briefing, but were delayed and wanted to get updated information before your flight. If you request an abbreviated briefing let the briefer know the time and source of your previous briefing so that pertinent information is not omitted inadvertently.

An Outlook briefing is requested six hours or more before your planned flight. It is somewhat limited as far as the information included and basically just provides a general weather forecast. One should get a standard briefing closer to the time of departure for more information which could impact the planned flight.