| Home | Privacy | Contact |

Airplane Flying Handbook
Approaches and Landings
Emer
gency Approaches And Landings (Simulated)

| First | Previous | Next | Last |

Airplane Flying Handbook

Preface

Table of Contents

Chapter 1,Introduction to Flight Training
Chapter 2,Ground Operations
Chapter 3,Basic Flight Maneuvers
Chapter 4, Slow Flight, Stalls, and Spins
Chapter 5, Takeoff and Departure Climbs
Chapter 6, Ground Reference Maneuvers
Chapter 7, Airport Traffic Patterns
Chapter 8, Approaches and Landings
Chapter 9, Performance Maneuvers
Chapter 10, Night Operations
Chapter 11,Transition to Complex Airplanes
Chapter 12, Transition to Multiengine Airplanes
Chapter 13,Transition to Tailwheel Airplanes
Chapter 14, Transition to Turbo-propeller Powered Airplanes
Chapter 15,Transition to Jet Powered Airplanes
Chapter 16,Emergency Procedures

Glossary

Index

EMERGENCY APPROACHES AND
LANDINGS (SIMULATED)

From time to time on dual flights, the instructor should
give simulated emergency landings by retarding the
throttle and calling "simulated emergency landing."
The objective of these simulated emergency landings
is to develop the pilot's accuracy, judgment, planning,
procedures, and confidence when little or no power is
available.

A simulated emergency landing may be given with the
airplane in any configuration. When the instructor calls
"simulated emergency landing," the pilot should
immediately establish a glide attitude and ensure that
the flaps and landing gear are in the proper configuration
for the existing situation. When the proper glide
speed is attained, the nose should then be lowered and
the airplane trimmed to maintain that speed.

A constant gliding speed should be maintained because
variations of gliding speed nullify all attempts at accuracy
in judgment of gliding distance and the landing
spot. The many variables, such as altitude, obstruction,
wind direction, landing direction, landing surface and
gradient, and landing distance requirements of the
airplane will determine the pattern and approach procedures
to use.

Utilizing any combination of normal gliding maneuvers,
from wings level to spirals, the pilot should eventually
arrive at the normal key position at a normal traffic pattern

altitude for the selected landing area. From this
point on, the approach will be as nearly as possible a
normal power-off approach. [Figure 8-29]

With the greater choice of fields afforded by higher
altitudes, the inexperienced pilot may be inclined to
delay making a decision, and with considerable altitude
in which to maneuver, errors in maneuvering and
estimation of glide distance may develop.

All pilots should learn to determine the wind direction
and estimate its speed from the windsock at the airport,
smoke from factories or houses, dust, brush fires, and
windmills.

Once a field has been selected, the student pilot should
always be required to indicate it to the instructor.
Normally, the student should be required to plan and
fly a pattern for landing on the field first elected until
the instructor terminates the simulated emergency
landing. This will give the instructor an opportunity to
explain and correct any errors; it will also give the student
an opportunity to see the results of the errors.
However, if the student realizes during the approach
that a poor field has been selected—one that would
obviously result in disaster if a landing were to be
made—and there is a more advantageous field within
gliding distance, a change to the better field should be
permitted. The hazards involved in these last-minute
decisions, such as excessive maneuvering at very low
altitudes, should be thoroughly explained by the
instructor.

Remain over intended landing area.
Figure 8-29. Remain over intended landing area.

 

8-25