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always be required to indicate it to the instructor. Normally,
the student should be required to plan and fl y a pattern for
landing on the fi eld fi rst elected until the instructor terminates
the simulated emergency landing. This gives the instructor
an opportunity to explain and correct any errors; it also gives
the student an opportunity to see the results of the errors.
However, if the student realizes during the approach that
a poor fi eld has been selected—one that would obviously
result in disaster if a landing were to be made—and there is
a more advantageous fi eld within gliding distance, a change
to the better fi eld 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. Steep approaches, varying the position of the
base leg, and varying the turn onto fi nal approach should be
stressed as ways of correcting for misjudgment of altitude
and glide angle.
Eagerness to get down is one of the most common faults of
inexperienced pilots during simulated emergency landings.
In giving way to this, they forget about speed and arrive at
the edge of the fi eld with too much speed to permit a safe
landing. Too much speed may be just as dangerous as too
little; it results in excessive fl oating and overshooting the
desired landing spot. It should be impressed on the students
that they cannot dive at a fi eld and expect to land on it if it
is short.
During all simulated emergency landings, the engine should
be kept warm and cleared. During a simulated emergency
landing, the student should have control of the foot throttle
and the instructor should have control of a second throttle.
The instructor should tell the student to increase the throttle
when needed, but the instructor should be ready with the
second throttle in case the student does not apply it as
required.
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 fl ying the aircraft from the point of simulated
engine failure to where a reasonable safe landing could be
made, the student should also be taught certain emergency
fl ight deck procedures. The habit of performing these fl ight
deck procedures should be developed to such an extent that,
when an engine failure actually occurs, the student checks
the critical items that would be necessary to get the engine
operating again while selecting a fi eld and planning an
approach. Combining the two operations—accomplishing
emergency procedures and planning and flying the
approach—is diffi cult for the student during early training
in emergency landings.
There are defi nite 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 aircraft manufacturers provide
a checklist of the appropriate items.
Critical items to be checked should include the quantity of
fuel and the position of the magneto switch. Many actual
emergency landings could have been prevented if the pilots
had developed the habit of checking these critical items
during fl ight training to the extent that it carried over into
later fl ying.
Faulty Approaches and Landings
Low Final Approach
When the base leg is too low, insuffi cient power is used, or
the velocity of the wind is misjudged, suffi cient altitude may
be lost, which causes the aircraft to be well below the proper
fi nal approach path. In such a situation, the pilot would need
to apply considerable power to maintain or gain altitude as
required to fl y the aircraft (at an excessively low altitude)
up to the runway threshold. When the proper approach path
has been intercepted, the correct approach attitude should be
reestablished, the power reduced, and a stabilized approach
maintained. [Figure 11-36] Do not increase the pitch attitude
without increasing the power since the aircraft decelerates
rapidly and may approach the critical AOA and stall. 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 fi nal approach is too high, perform a steep approach
　
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