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4. either land, or overshoot using the power recovery technique if in simulated practice.
The points listed above are the minimum actions that must be completed to ensure the best chance for a successful forced landing. There are other actions that should be completed,  given that you have sufficient altitude and time to perform them:
1. transmit a MAYDAY call, an example is shown at the end of this exercise;
2. if possible, identify the problem and take appropriate action to rectify it;
3. warn the crew and passengers, ensure they are told to brace themselves; and
4. switch off fuel, battery and generator, prior to attempting the landing.
Quite obviously, there may be other factors, which are going to affect the choice of site,  and these will be discussed with you in detail. There are some, which deserve mention,  for example; the wind, mountains, built-up areas, heavily forested terrain and water. As  you can see there is quite a lot to think about when making your decision.

 
Figure 19-1: Forced Landing Approach
DISTRESS CALL
Each time you conduct a simulated engine failure a simulated MAYDAY call should be made. This will gradually become a reflex action, spoken automatically in the event of a real emergency. If time does not permit a full call, even a partial transmission could make the difference in the response of rescue personnel. Your simulated MAYDAY call should contain the following:
MAYDAY Prefix: “MAYDAY, MAYDAY, MAYDAY”
Aircraft Identification: “GABC, GABC, GABC”
Nature of Distress: “Engine Failure”
Intentions: “Autorotating to side of lake”
Present Position: “10 miles north-east of Franz”
Always try to fly as high as the task and common sense allow. This gives much more real estate in which to pick a landing site. Flying low level over obstacles usually results in a forced landing that is difficult to successfully complete.
EXERCISE 20 - PILOT NAVIGATION
One significant advantage that an aircraft has over surface transportation is that it is capable  of proceeding more or less directly to its destination at a constant and relatively high speed. To use this capability effectively, however, it is essential to be proficient in cross-country navigation. The first stage of this skill is a combination of practical navigation and map reading called pilot navigation. This involves the capability of piloting an aircraft a reasonable distance over relatively unfamiliar territory with a minimum of apprehension and a maximum of pleasure.
You must demonstrate competence in solo cross-country flight in order to be issued a pilot licence, but this will be preceded by dual instruction on all phases of the exercise. The success or failure of a cross-country flight hinges upon the ability to:
1. plan the flight, taking into account present and anticipated weather, terrain, distance involved, and your level of competence as a pilot;
2. establish and maintain a planned heading and altitude;
3. recognize the effect of drift, and competently estimate new headings to regain and maintain the desired track, or fly direct to your destination;
4. calculate ground speeds accurately and revise your estimated time of arrival (ETA);
5. read charts and identify physical features on the ground, and more specifically, correctly identify predetermined and new check-points; and
6. recognize the need to divert from a planned route and estimate a heading and ETA to an alternate heliport, or landing site, with a minimum of delay or confusion.
The foregoing points are difficult to put into any set order of importance, since changing situations would force a change in that order. For example, when a flight is conducted over terrain or in weather conditions which make map reading extremely difficult, an ability to hold a heading accurately and correctly calculate ETA’S becomes of overriding and vital importance, either in continuing the flight, or diverting to an alternate destination.
　
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