Exercise 16 Forced Landing Procedure

 Aim: To fly the forced landing pattern from cruise height to a safe landing in the event of an engine failure. 

Threat: Weather, Wildlife, Terrain, Traffic 

Error: A/C Handling, Location, Position, Engine T's & P's, Fuel, Carb ice, 500 ft rule 

Management: Lookout, Listen out, Prefight planning, Carb heat, Engine warms, FREDA, LOI, Use of chart, Touch Drills, Terrain clearance, 6 S's 

A forced landing, also known as an emergency landing or for the purpose of training Practice Forced Landings (PFL's), is a procedure that pilots are trained to perform when they encounter an emergency that requires landing the aircraft in a non-designated area. This could be due to engine failure, fuel exhaustion, or other critical issues. 

Practicing forced landings is a crucial skill for pilots to master for day to day flying and will be assessed during initial skills tests and check flights for a Single-Engine Piston (SEP) rating. This skill encompasses a range of emergency scenarios, including engine failure, and equips pilots with the ability to make sound decisions under pressure. The capability to execute a forced landing safely, not only demonstrates a pilot's proficiency in handling unexpected emergencies but also underscores their understanding of critical airmanship principles. During an initial skills test, examiners assess a pilot's ability to assess a situation rapidly, select suitable landing sites, and execute precise manoeuvres to bring the aircraft to a safe landing. Moreover, maintaining competence in forced landings is essential for ongoing safety, as it ensures pilots remain adept at handling unforeseen challenges throughout their flying careers, contributing to a higher level of overall aviation safety. Regular training and practice in forced landings in still confidence and resilience in pilots, fostering a proactive approach to mitigating risks and enhancing their ability to respond effectively in an emergency. 

Forced landings can be a high-stress scenario, having a well-practiced checklist committed to memory allows pilots to swiftly execute critical actions without the need to fumble through paperwork. 

The checklists used during forced landings cover a range of tasks, from identifying the cause of the emergency to configuring the aircraft for a safe landing. Items such as selecting a suitable landing site, troubleshooting the problem, and configuring the aircraft for an approach with committal checks are among the key steps. Memorising these steps helps pilots maintain focus and efficiency in responding to the emergency, enhancing the chances of a successful outcome. 

Refer to your checklist to find the correct checks, in the emergency section titled “Engine Failure (at altitude).” More in-depth checks can be found in the latest revision of the Pilot Operating Handbook (POH) for your aircraft, under Section 3 Emergency Procedures. 

emergencies by their nature are non-standard, and checklist can only provide a guide to the appropriate actions in that emergency: "fly the airplane; pilot judgement should dictate pilot actions”  

Aviate, Navigate, Communicate. 

Rough outline of the checklist 

Configure aircraft for simulated forced landing, Carb heat On, Mixture Rich.   

• Trim for best glide speed 
• Select a suitable landing aera 

Troubleshoot and attempt a restart if appropriate (Touch Drills) 

• Carb Heat ON 
• Fuel ON 
• Fuel selector on tank with sufficient fuel remaining 
• Electric fuel pump ON 
• Mixture RICH 
• Primer LOCKED 
• Master Switch ON 
• Ignition ON & checked 

Committed Checks (Touch Drills) 

• Fuel OFF 
• Ignition OFF 
• Harnesses Tight 
• Doors Unlatched 
• Passengers Briefed 
• MAYDAY call 
• Master Switch OFF 

When conducting forced landings, pilots use several different methods but the main one we’ll focus on is the 6 S's (Size, Shape, Slope, Surroundings, Surface, and Settlements) along with wind as a systematic approach to field selection.  

Firstly, we consider the wind direction as we want to reduce our ground speed upon landing. There are a few different methods of working out wind direction. 

• F214 spot wind chart 
• Latest ATIS/METAR from closest airport 
• If in the local aera, winds given on take-off and approach 
• Movement of grass, crops, trees, and waves of bodies of water 
• Ground smoke, dust, or sand 
• Wind turbines 
• Request ATC when making MAYDAY call.  

Next, we consider the Size of the potential landing area, generally the bigger the better, ensuring it is adequate for a safe landing.  

The Shape of the field is crucial, assessing factors such as obstructions or irregularities. It is an easy misconception to have a field in the shape of a runway as that is what we have used throughout our training for landings but in this scenario a runway shaped field can be limiting on options for approaches into wind and increasing the chances of over/under shooting the field because of the limiting size, mainly in width. In general, a circular field would be the best however these are hard to find making large square shaped fields second best, followed by large rectangular fields, and lastly leaving narrow runway shaped field as the least suitable shape. Roads come under this category but other threats like power lines, hedges, road signs, and vehicles make this undesirable. 

Slope is evaluated to ensure a suitable approach and landing gradient. To help ensure a lower ground run after landing, a slight uphill gradient is preferred. However, beware this will cause an illusion that the approach is steeper than it is if not used to landing on sloped runways. Next best is even/level fields followed by downhill gradient fields which can increase the ground run after landing  

Surroundings involve checking for any potential hazards or obstacles in or near the landing area, helping confirm the selected field is suitable but along with this the area around the field is suitable in case of under/overshooting the desired field. Things to lookout for are livestock in the selected field, power lines in the field or around the approach, large walls/fences surrounding the area, woodlands on the approach or overshoot.  

The Surface is examined for its condition, ensuring it is suitable for a safe landing and rollout. The ideal surface would be short grass or good condition concrete/tarmac. This is followed by long grass, ready to harvest crops, and the worst option is ploughed fields. If this final option is your only option, then it can be better to land along the ploughed lines in light wind situations to help avoid the aircraft gear getting caught or damaged in the landing. 

Settlements are considered, with pilots aiming to avoid populated areas for safety reasons. Making sure we keep 500ft away from the nearest obstacle and 1000ft away from congested areas. SERA.5005 

This systematic assessment aids pilots in making informed decisions, enhancing the likelihood of a successful forced landing in challenging circumstances. 

Wind 

Size 

Shape 

Slope 

Surroundings 

Surface 

Settlements 

 The glide distance is most training aircraft is around 9:1. Meaning for every 9ft you move horizontally you lose 1ft in height, roughly working out as for every 1000ft you lose you move 1.5nm. Some low wing aircraft can also use the length of their wings to help judge the glide distance. Meaning if you can cover the field with your wing then it is in gliding distance. A more accurate method that can be calculated for your aircraft is found in the Pilot Operating Handbook (POH) section 5 Performance where most will have a graph plotted using best glide speed and maximum take-off weight to help along with OAT and pressure altitude to give you your estimated glide speed.   

 Descent planning using the forced landing pattern or high key, low key method is a structured approach employed by pilots during simulated forced landings. In this technique, the pilot identifies a potential landing site and executes a systematic descent pattern for a closer assessment. The process typically involves entering the pattern at a designated altitude, known as the high key position, where the pilot assesses wind direction, landing site suitability, and any obstacles. Following this evaluation, the pilot descends to a lower altitude, the low-key position, to continue the assessment and finalise the decision on the chosen landing area. This method provides a structured and stepwise approach to evaluating potential landing sites, optimizing decision-making in an emergency. It is a valuable tool in pilot training, enhancing a pilot's ability to assess options quickly and effectively during forced landing scenarios.  

The dangers of engine cooling during practice forced landings stem from the abrupt reduction in power settings and prolonged descent phases, leading to a decrease in engine temperature. This rapid cooling poses a risk of shock-cooling the engine, potentially causing thermal stress and structural damage. To mitigate this risk, a common practice is to warm up the engine to around 2000 RPM by the count of 3 before initiating a forced landing simulation. This deliberate warm-up allows the engine to reach a more stable temperature range, reducing the likelihood of thermal stress during the subsequent descent. By incorporating this precautionary measure, pilots help manage the engine cooling process, ensuring the engine remains within safe operating parameters and promoting the longevity and reliability of the aircraft's powerplant.  

The Landing 

A forced landing with full flaps is safest because:  

• The touchdown speed is low 
• The landing run is shorter 
• The stress on the airframe  

Touch down on the main landing gear, holding the nosewheel off to avoid unnecessary stress. Brakes should be used to shorten ground run. Unseen obstacles and ditches could be a problem. If collision with an obstacle is imminent, full rudder and braking on the same side to initiate a controlled ground loop is possible. 

Opting for a forced landing with full flaps is typically the safest course of action for several reasons. Firstly, deploying full flaps results in a lower touchdown speed, ensuring a smoother landing while minimizing stress on the airframe. Additionally, the use of full flaps often shortens the landing run, increasing the likelihood of bringing the aircraft to a stop within a confined space. During the landing procedure, it is advised to make initial contact with the main landing gear, keeping the nosewheel off the ground to prevent unnecessary stress on the aircraft structure. Effective use of brakes can further assist in reducing the ground run. However, pilots should exercise caution regarding potential unseen obstacles or ditches that may pose challenges during the landing rollout. In situations where an imminent collision with an obstacle is anticipated, the option of employing full rudder and braking on the same side to initiate a controlled ground loop is available, emphasizing the importance of quick decision-making and adaptability in emergency scenarios. 

After landing when aircraft comes to rest 

A forced landing is not complete until the airplane is stopped, and the passenger evacuated, the airplane made secure, and assistance obtained. So as soon as the airplane stops: 

• Set the parking brake 
• Secure the airplane (check all switches off, fuel off, controls locked) 
• Evacuate 
• Chock the airplane 
• Remove any items thought necessary 
• Protect the airplane e.g., animals 
• Seek assistance and telephone the chief flying instructor and appropriate authorities. If possible, leave someone in charge of the plane.