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should be kept warm and cleared. During a simulated
emergency landing, either the instructor or the student
should have complete control of the throttle. There
should be no doubt as to who has control since many
near accidents have occurred from such misunderstandings.
Every simulated emergency landing approach should
be terminated as soon as it can be determined whether
a safe landing could have been made. In no case
should it be continued to a point where it creates an
undue hazard or an annoyance to persons or property
on the ground.
In addition to flying the airplane from the point of
simulated engine failure to where a reasonable safe
landing could be made, the student should also be
taught certain emergency cockpit procedures. The
habit of performing these cockpit procedures should
be developed to such an extent that, when an engine
failure actually occurs, the student will check the critical
items that would be necessary to get the engine
operating again while selecting a field and planning
an approach. Combining the two operations—
accomplishing emergency procedures and planning
Figure 8-30. Sample emergency checklist.
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and flying the approach—will be difficult for the student
during the early training in emergency landings.
There are definite steps and procedures to be followed
in a simulated emergency landing. Although they may
differ somewhat from the procedures used in an actual
emergency, they should be learned thoroughly by the
student, and each step called out to the instructor. The
use of a checklist is strongly recommended. Most
airplane manufacturers provide a checklist of the
appropriate items. [Figure 8-30]
Critical items to be checked should include the position
of the fuel tank selector, the quantity of fuel in the
tank selected, the fuel pressure gauge to see if the electric
fuel pump is needed, the position of the mixture
control, the position of the magneto switch, and the use
of carburetor heat. Many actual emergency landings
have been made and later found to be the result of the
fuel selector valve being positioned to an empty tank
while the other tank had plenty of fuel. It may be wise
to change the position of the fuel selector valve even
though the fuel gauge indicates fuel in all tanks
because fuel gauges can be inaccurate. Many actual
emergency landings could have been prevented if
the pilots had developed the habit of checking these
critical items during flight training to the extent that
it carried over into later flying.
Instruction in emergency procedures should not be limited
to simulated emergency landings caused by power
failures. Other emergencies associated with the operation
of the airplane should be explained, demonstrated, and
practiced if practicable. Among these emergencies are
such occurrences as fire in flight, electrical or hydraulic
system malfunctions, unexpected severe weather
conditions, engine overheating, imminent fuel
exhaustion, and the emergency operation of airplane
systems and equipment.
FAULTY APPROACHES
AND LANDINGS
LOW FINAL APPROACH
When the base leg is too low, insufficient power is used,
landing flaps are extended prematurely, or the velocity of
the wind is misjudged, sufficient altitude may be lost,
which will cause the airplane to be well below the proper
final approach path. In such a situation, the pilot would
have to apply considerable power to fly the airplane (at
an excessively low altitude) up to the runway threshold.
When it is realized the runway will not be reached
unless appropriate action is taken, power must be
applied immediately to maintain the airspeed while the
pitch attitude is raised to increase lift and stop the
descent. When the proper approach path has been
intercepted, the correct approach attitude should be
reestablished and the power reduced and a stabilized
approach maintained. [Figure 8-31] DO NOT increase
the pitch attitude without increasing the power, since
the airplane will decelerate rapidly and may approach
the critical angle of attack and stall. DO NOT retract
the flaps; this will suddenly decrease lift and cause the
airplane to sink more rapidly. If there is any doubt
about the approach being safely completed, it is advisable
to EXECUTE AN IMMEDIATE GO-AROUND.
HIGH FINAL APPROACH
When the final approach is too high, lower the flaps as
required. Further reduction in power may be necessary,
while lowering the nose simultaneously to maintain
　
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