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fl ight. A typical example is an aircraft forced down
by engine failure.
• Precautionary landing—a premeditated landing, on
or off an airport, when further fl ight is possible but
inadvisable. Examples of conditions that may call for
a precautionary landing include deteriorating weather,
being lost, fuel shortage, and gradually developing
engine trouble.
• Ditching—a forced landing on water.
A precautionary landing is less hazardous than a forced
landing because the pilot has more time for terrain selection
and approach planning. In addition, the pilot can use power
to compensate for errors in judgment or technique. The
pilot should be aware that too many situations calling for a
precautionary landing are allowed to develop into immediate
forced landings when the pilot uses wishful thinking instead
of reason, especially when dealing with a self-infl icted
predicament. Trapped by weather or facing fuel exhaustion,
the pilot who does not give any thought to the feasibility
of a precautionary landing accepts an extremely hazardous
alternative.
Psychological Hazards
There are several factors that may interfere with a pilot’s
ability to act promptly and properly when faced with an
emergency. These factors include reluctance to accept the
emergency situation, the desire to save the aircraft, and undue
concern about getting hurt.
A pilot who allows the mind to become paralyzed at the
thought that the aircraft will be on the ground in a very short
time, regardless of the pilot’s actions or hopes, is severely
• The pilot could deploy the parachute when it is not
needed. A BPS should be utilized only as a last
alternative to normal emergency procedures. It should
not be used when ADM produces a better alternative
for the situation at hand.
• BPS systems installed on a WSC aircraft have greater
initial cost, maintenance, and weight.
• A BPS can be deployed accidentally. This can happen
when the actuation handle is not properly placed, or
when deployed by occupants not following appropriate
procedures.
• BPS systems may not fi re or could tangle during the
deployment. Like any system, it can fail or not be
operated properly, so there is no guarantee it will
fi re or deploy properly. However, if it is mounted,
maintained, and operated properly, the chances of a
successful deployment are good.
The BPS should not be used in abnormal or emergency
situations, such as engine failure when suitable landing areas
are within gliding distance. Other situations in which to avoid
using a BPS are during strong winds/convection/turbulence,
or if lost. Alternatives and greater detail is presented for these
situations where a BPS is not used later in this chapter .
Procedures for Using a BPS
In an emergency situation where ADM is used and the
best outcome for the given situation is the use of a BPS,
the following general procedure for properly operating the
BPS is:
• Select the proper location if still in control of the aircraft.
Consider wind drift and a descent rate of 900 to 1,800
feet per minute (fpm). A minimum 500 feet above
ground level (AGL) is recommended for complete
deployment that is low enough to provide accurate
targeting at intended area. (If below 500 feet AGL,
consider this a low deployment and skip this step.)
• Shut off the engine (this is especially important for
pusher WSC).
• Slow down and lift the wing on the side where the
chute will deploy (if a side deployment and above
500 feet AGL).
• Pull the BPS deployment handle hard and as far as
it will go. This can be more than 12 inches in some
situations.
• Hold the control bar firmly with bent arms until
parachute infl ates.
• Steer the descending WSC aircraft toward best landing
spot, if possible (some installations that hang from the
top at the hang point center of gravity (CG) may allow
some directional control).
13-4
Figure 13-2. Using vegetation to absorb energy.
handicapped. An unconscious desire to delay the dreaded
moment may lead to such errors as a delay in the selection
of the most suitable landing area within reach and indecision
in general. Desperate attempts to correct whatever went
wrong at the expense of aircraft control fall into the same
category.
The pilot who has been conditioned during training to
expect to fi nd a relatively safe landing area whenever the
fl ight instructor closes the throttle for a simulated forced
landing may ignore all basic rules of airmanship to avoid a
　
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