Lesson 26 : Forced Landings

14 February 
Warrior III VH-TYD

Weather QNH 1019; Wind: light S, Temp: 22c 
Runway  17L

Today I would be learning all about forced landing.  One of those things you need to learn but you never actually want to do. The goal of a forced landing is to get onto the ground safely, if the plane can fly again - it's a bonus. 

We start the lesson with the normal routine; Preflight, run up, take off and fly out to the training area.  It had been about 5 weeks since I'd last went to the training area so I need to think hard to remember all the steps - climb to 2500 on downwind leg, change squawk code and radio frequency once outside Class D airspace.

The basic steps for a forced landing are 

1. Come to best glide speed (73kts)
2. Select a suitable landing area and position the plane.
3. Try to restart the engine 
4. Mayday call
5. Passenger Brief
6. Prepare for the landing

The first step seems relatively easy.  If above 73kts use the excess speed to gain height.  If below 73kts stick the nose down to gain 73kts.  However, a couple of things make this a bit harder  - 1) the need to quickly trim the plane at 73kts, this reduces the workload for the other steps,  2) while trimming get started on steps 2 &3.

Step 2 should be easy as I'm over hundreds of large flat paddocks - However it's this step that caused me the most problems and leads to me trying to rush the following steps.  With so many options I became fixated with finding the "best" paddock.   I'd learn later to just pick an area with "ok" paddocks and start heading that way while you get through steps 3, 4 & 5.   (more on this later)


Step 3 -  Two rounds of checks to try and restart the engine.  First the basic CFMS checks (same as EFATO). Carb Heat on, Fuel pump On Change Tanks, Mixture rich, Magneto on both, Master switch On.
  
Next the more detailed Trouble shooting check list - FMOST.

• F Check the fuel levels, check fuel pump on, change tanks if required
• M Mixture learn then back to rich, (Just simulate when practicing)
• O Oil Temperature and Pressure,
• S Switches. Magneto Left, Right and back to both, (Simulated)
• T  Throttle.  Throttle to idle and back to full.  

Hopefully the engine will have restarted at some point, in which case time to head for the nearest airport and land.  If it didn't, then we are going to be making a forced landing and it's time to let someone know.


Step 4 the Mayday call. This part was easy Mayday, Mayday, Mayday, Tango Yankee Delta, Tango Yankee Delta, Tango Yankee Delta, <location>, <Problem>, < Number of people of board> < what I'm going to do>.  Also need to turn on the ELT (Emergency Locator Transmitter) and squawk 7700.

We can't restart the engine so we are going to have to land, someone hopefully knows we are in trouble so time to get everyone on the plane ready - Step 5 The Passenger Brief.  "Glasses off, Remove sharp object, pen, keys from your pockets and place on the floor.  Seat belts tighten and prepare to brace."  Front passenger get a special bit about opening the door  "unlatch just before we land and once we stop open and exit and quickly as possible."


Now all that is left is the landing. So continuing on from Step 2.  While we have been going through steps 3,4 & 5 and maintaining 73kts, we also need to be refining the landing spot and get the plane into position. The goal is a standard left hand circuit which puts at 1500ft AGL abeam the landing point on a downwind leg.

Ideally the landing paddock should be 400+m long, aligned with the wind direction on the ground,  Have a good approach (no/low trees, no power lines, buildings etc.), Clear of stock, ditches, fences, plough lines, rocks etc,  Doesn't slope downhill too much, Near help (houses, road etc). 


The last preparation is a prelanding checks BUSH.  Brakes, undercarriage, Switches off (Master off only once electronic flaps are deployed) fuel off, Harness secure (Hatch unlatched once at ~100feet).  Aim is to complete this during base or early final.

Once Jason has demonstrated all this it was my turn.  Even though I read the brief before the lesson and have gone through the check list dozens of times in my head, I quickly start having problems.

1. Trying to find a paddock and maintain 73kts quickly chew up most of my brain power.  (I fell like I'm back doing my first circuits)
2. 5-6 paddocks look OK as a good landing paddock but none are prefect.  So I start second guessing myself which wastes valuable time.  
3. I'm to close to the paddock on downwind.  This makes my turn from downwind around to final quite steep and I end up losing height or overshooting. 
4. I need to practice my side-slips some more.  I not yet comfortable slipping to lose extra height if required.  (I would have overshoot a couple of time - which is better than undershooting, providing I can slip to lose the extra height)

After 4 attempted forced landing we headed back to Moorabbin.  Jason assured me I'll get plenty of practice over the coming lessons and during my Navigation exercises (after my GFPT) .


VH-TYD Piper Warrior III  - Forced Landings - 1.3hrs Dual, (Total time 28.3 hrs)

 
View Forced Landings 14/02/2012 11:46 AM in a larger map

Lesson 8 - Engine failure after take off (EFATO)

7th August 2011 VH-TXH

“If we have an engine failure above 60kts with insufficient runway to land we will be making an Emergency landing – Engine Failure after Take-Off.” Well it’s time to learn what these words from the pre-flight brief really mean.  

VH-AYS and VH-JTZ (Operated by Picture this ballooning)

The 7th August was a beautiful cool, clear light wind winter day.  I arrived at the airport just in time to watch three hot-air balloons land on the field – not sight you see every day. Even though it is a lovely day only a few fellow pilots are up and about at 8:30 on a Sunday – all the better for me.

I got the keys to VH-TXH and after completing the preflight , and doing the run-up, we take-off for the training area.   We find a spot with heaps of nice paddocks as our “emergency landing fields” and descend to 1000ft AGL. 

The lesson involves flying over a reference point (normal a cross road or hedge row), applying full power and climbing at 79kts (basically normal take-off configuration.)   Once we reach the nominated “height above there field” (eg 500ft “above the field” = 1500ft AGL) the power is set at idle to simulate an engine failure.

Then we do our EFATO Drill ;

• Airspeed 73kts (Best glide speed for the Warrior III)
• Pick our landing field
• Do our CFMS checks – Carb Heat on, Fuel Pump On, Change tanks, Mixture Full rich, Mags on Both.
•  Passenger Brief and Radio call.
•  If we have time before “touchdown” we would do the BUSH checklist, Brakes checked and off, Undercarriage down/welded, Switches Off, Hatches and harness  (Open hatch latches to aid exit)

The first one involves a climb to 500ft and trying to return to the “takeoff point” – to demonstrate it can’t be done.  I also do this at 700ft –also can’t be done.  The remaining EFATOs simulates involved pick a field 30^o either side of the nose straight ahead.

While I made the field most times, I had a bad habit of picking a field at the limit of my glide, flying over good landing options to get there.  Also need to use trim better to help maintain the best glide attitude.  Remember Aviate, Navigate, communicate.

After the lesson we returned to Moorabbin via GMH/Parkmore entry point for 35R.  Jason requested 1 circuit on arrival as we would be starting Circuits next lesson.  While I felt comfortable flying the circuit (got to watch the height) it is clear the landings are going to need a lot of work.

Piper Warrior III VH-TXH,  Flight Time 1.1hr (Total 9.0 hrs)

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My technical notes

• 73kt IAS is the best glide speed for the Warrior III. Use the trim to help.
• Ideal Landing field selection-6 “S"s

·         Size - great than 400m

·         Sharp - long and wide enough

·         Slope - flat or slightly uphill

·         Surface - smoother is better, no major ruts, not to wet or swappy, no animals

·         Surrounding - No trees, wires, fences etc on approach or overshoot.

·         Services - near roads for emergency services access. 

• DON'T try and turn back until above 1000ft AGL. Look for a landing spot within 30^o of the nose.
• CFMS checklist.

·        Carb heat on

·         Fuel pump on, change tanks.

·         Mixture rich

·         Switches, mags on both.

• Aim for a landing spot about a third into the paddock.  (that way will still make there paddock if a bit short)
• Lose extra height only once you are positive you'll make the paddock. Use flaps and side slips.
• Do BUSH checks if there is time      

·         Brakes - check and off

·         Undercarriage - down/(welded)

·         Switches - all off

·         Hatches and harnesses - harness on, hatches unlatched (easier to open if plane bent in the crash.)

• Keep the sticky back when landing so nose wheel doesn't dig in.
• Aviate, Navigate, Communicate. Only make maybe call after you have glide speed and know where you plan on landing.