Exercise 21

AIM OF THE EXERCISE

Execute a successful emergency glide and landing without power

at a location not contemplated when the flight began

BRIEFING OUTLINE

Aerodynamic principles – best glide speed / best (glide) endurance

Aircraft configuration at different stages – flap / gear / pitch
Effect of weight and wind on the glide
Field selection
Emergency checklist
Preparation for landing
After landing

WHY IS IT BEING TAUGHT ?

To provide the student with a complete theoretical and practical

knowledge allowing him / her to execute a successful emergency
landing in the unlikely event of engine failure
COMMON CAUSES OF ENGINE FAILURE

NO FUEL - Proper planning fuel planning

- know the aircrafts fuel system
- know the aircrafts fuel consumption
- always use recommended leaning techniques
- contaminated fuel (water)
- incorrect fuel – jetA1 instead of 100 LL

AVGAS 100 LL NB – you should NEVER run out of fuel in the first place

CARB HEAT - carburettor icing

- weather conditions
- recognize the symptoms EARLY

MECHANICAL - engine failure

CHECKS - perform proper checks to recognize any

potential faults on the ground
GLIDING NOTES

ow could an engine failure occur – main reasons

uel starvation - should never happen unless mechanical problem

- PIC calculates fuel required with safety margins
- supervises and checks loading of fuel

arb icing - recognize weather conditions and symptoms

- use carb heat whenever icing suspected

Mechanical - pilot cannot control, but very rare

re take-off Checklists - good pre-take off checks should ensure aircraft

good working order
- check list used to identify faults BEFORE
continuing with take off or any indication
of fault during take-off run
GLIDING – 2 speeds
Gliding for distance (range)

If a pilot needs to glide the furthest

distance over the ground he must fly at
The best lift / drag ratio airspeed as per
Listed in POH / AFM
the pilots operating handbook or
Usually based on max. weight
flight manual

Gliding for time (endurance)

If a pilot needs to stay airborne as long

as possible he can fly at a slower
airspeed than the best glide speed
At this speed he will not glide as far, but
Can be listed in POH / AFM
will however stay a airborne the longest
Otherwise rule of thumb
This speed is based on the maximum
Stall speed clean + 5 – 10 kts
endurance speed with power on
(refer POH)

Ex 8.3/4 ii
GLIDING NOTES

main possibilities for gliding:

Gliding for range - furthest distance over the ground

- allows you to reach field
- give you reasonable time (HEIGHT) to complete
checks and prepare for landing
- determined by best L/D ratio – S/L flight

Gliding for time - longest time airborne if distance not main issue
- longer time airborne allows more time to complete
checks or correct fault
- WHEN – e.g. over water
- determined by min. power speed S/L flight
1. SPEED - BEST GLIDE SPEED Total Drag

D
Lift r Minimum
a Drag speed
g

Drag
Speed

Weight The least drag occurs at the best

lift/drag ratio. If the aircraft is flown
at this speed it will result in the
longest glide distance

Best glide speed will give longest distance

DISTANCE
Ex 8.2 i
1. SPEED – FORCES IN THE GLIDE Both aircraft in
balanced flight

Straight
Lift
and level
Lift

Glide
Drag Thrust
Drag

Weight

Forward component Weight

of weight now compensating
for missing thrust

Ex 8.2 i
 Speed
SPEED - BEST ENDURANCE SPEED

P Power required

o
Lift w
e
r
Minimum power required speed

Drag

Gliding for endurance

Weight If a pilot needs to stay airborne

as long as possible he can fly
at a Slower airspeed than the
best glide speed

Best endurance speed will give longest time

TIME
Ex 8.2 i
GLIDING – Effect of weight on the glide Lift
Resultant

Effect of weight is obvious ?

The greater the weight the less
The glide range – WRONG !
Drag
Weight does not effect the gliding
angle only the glide speed

An increased weight merely alters

The length of the lift and drag vectors
and the resultant – the gliding angle
Is not changed
Light
What has changed is the gliding speed LIGHT
A heavier aircraft will have a faster best Weight Refer POH
Gliding speed than a lighter aircraft

A training aircraft with a small range of take-off Heavy

Weights will not benefit significantly from being HEAVY
Flown at a different glide airspeeds for different weights
Ex 8.4 i
GLIDING – Effect of weight on the glide Total Drag

D
Both aircraft gliding at r Minimum
a Drag speed
best L/D ratio speed
g

Speed

LIGHT Light

Same glide angle

HEAVY Heavy

SAME DISTANCE !
Ex 8.2 i
GLIDING NOTES – EFFECT OF WEIGHT

You would expect that a heavy aircraft does not glide as far as a light one

In fact they both glide as far the only difference is SPEED !

Remember that heavy aircraft vs. light aircraft in S/L flight must fly faster
To produce sufficient lift to balance weight

Same situation here – both aircraft balancing weight with lift, but at
Different speeds

The end result is the same glide angle (just like S/L flight) except at
Different speeds

MAIN DIFFERENCE – faster speed at same glide angle, heavier aircraft

reaches ground sooner
GLIDING – Effect of Flap, Landing gear and propeller setting (VP)

No flaps
With flaps
No gear
With gear
Pitch coarse
Pitch Fine

Less distance

NB – any increase in drag e.g. lowering flap or landing gear or setting a fine
propeller blade angle will increase drag and thus require a steeper angle of
descent to maintain best glide speed.

The end result is less distance over the ground

Ex 8.4 i
GLIDING NOTES – EFFECT OF FLAP / LANDING GEAR / PITCH

Aircraft glides at best L/D ratio – any change in one will have effect on range

Increase in DRAG slows aircraft down

In order to maintain best glide speed nose must be lowered
Lowering nose increase glide angle – REDUCES glide range

What will increase drag ?

Flaps – each stage of flap will increase DRAG – be careful not to lower
TOO SOON

Gear - retractable gear – lowering gear will increase DRAG

Pitch – a wind milling propeller acts as an airbrake causing DRAG

Using COARSE PITCH will reduce AoA and thus reduce DRAG
GLIDING – Effect of speed on the glide

Not gliding at the best L/D ratio

causes increased drag and less
distance over the ground

Refer
POH for
Best glide speed

HEAVY HEAVY LIGHT

Max. Max.
time Distance

NB – still in the air

Ex 8.1 i-iii
GLIDING NOTES – EFFECT OF SPEED

Best glide speed is based on best L/D ratio

Any change is this speed will alter the ratio and ultimately cause more
DRAG for less lift

END RESULT – once again glide angle is adjusted to fly this less than
optimum speed

Too slow – GLIDE ANGLE DECREASED, but decreased L/D ratio actually
results in less distance over the ground
AKA: attempting to STRETCH the glide
If this is endurance speed = MORE TIME

Too fast - GLIDE ANGLE INCREASED

remember that to increase speed nose must be lowered
thus glide angle increases which means a steeper path and
results in reaching the ground sooner
HAS NO PRACTICAL USE – UNLESS ON FIRE

COMPROMISE – Best glide speed = best L/D ratio = most distance

GLIDING – Effect of wind on the glide and planning
Glide into wind Glide with wind

WIND

Gliding into wind increases Gliding with wind decreases

glide angle and decreases glide angle and increases
distance distance

Planning – plan accordingly with regard to wind

- distance to be flown
- use the wind to increase distance
- try to land into wind for lower ground speed

Ex 8.3/4 ii
GLIDING NOTES – EFFECT OF WIND

Most obvious effect = DISTANCE

Glide speed remains the same but,

FLYING INTO WIND – increases angle and so decreases distance

FLYING WITH WIND – decreases angle and so increases distance

CONSIDERATIONS – HEADWIND

You will not reach same field you are used to in zero wind as less ground
distance
Slower ground speed on touchdown

CONSIDERATIONS – TAILWIND

You will be able to glide a greater distance with tail wind

Faster groundspeed on touchdown

NB – time of the glide REMAINS the same

GLIDING – Effect of turns on the glide
Remember from
turning

More lift required

in the turn

Stall speed
Increases

Airspeed
decreases

Safety margin
Reduced

More height
loss in the
turn
GLIDING NOTES – EFFECT OF TURNS

emember – turning increases drag and so degrades L/D ratio

turning also requires a higher AoA = HIGHER STALL SPEED

generally increased AoA causes more drag which slows you down

MAIN EFFECTS IN THE GLIDE:

MORE DRAG – SLOWER SPEED = lower the nose to maintain best glide speed
Margin between stall speed and airspeed reduces = potentially dangerous

Greater LOSS of height in descending turns – also main reason for NOT
sing high angles of bank or turning back to the field
2. FIELD – SELECTION

6 x S = size
shape
surface
slope

surrounds

sun (out of the sun)

wind (into wind)

GLIDING NOTES – FIELD SELECTION

Main thing is to choose a field within GLIDING RANGE

A perfect field out of range is not practical if there is an adequate

field right below you = A SURE THING

Field selection is like an airstrip:

Preferably: - FLAT
- LARGE ENOUGH TO LAND AND STOP
- INTO WIND
- OUT OF THE SUN
- UPSLOPE
- CLEAR OF OBSTACLES – Approach
- NEXT TO OTHER SUITABLE FIELDS
2. FIELD – PLAN THE APPROACH

-Keep field in sight

-Stay close to the field
-All turns toward field
-Always land into wind wind
if possible
-Select keypoint (s)
-Select aiming point

1000 ft keypoint
GLIDING NOTES – PLAN THE APPROACH

ry to judge wind direction = slower ground speed

ry to fly a normal approach i.e. downwind, base and final legs

his will give you a familiar routine and time to check for faults / radio call

hoose your aiming point 1/2 to 1/3 into the field and fly to keep in sight
y using left turns

ook for key points i.e. where to turn down wind and base

ly the pattern whilst you try to find the fault and restart the engine

EMEMBER - ANC
- Aviate – fly the aircraft first
- Navigate - select the field and fly the pattern
- Communicate - Mayday call if time and
situation permits
3. FAULT AND RESTART

FUEL - check selector

- fuel pump on and change tanks
- mixture

FAULT - master switch

- magnetos on both
- circuit breakers in
- carb heat

ATTEMPT RESTART – set mixture and throttle

GLIDING NOTES – FAULT AND RESTART

Remember first slide – what can cause engine failure ?

FUEL - could I have run out ?

is the mixture set correctly ? – rich cut / lean cut
problem with selector – one tank dry ?
is fuel reaching engine ?– electric fuel pump on

KEY - is key on both ?

master switch on ?

ICE - was engine running rough ? – carb heat on

ATTEMPT RETART – wind milling prop should start automatically if

fault was as per above

OTHERWISE turn key + pump throttle

NB – do not become fixated on finding fault or re-starting engine

so that you forget to FLY (AVIATE) aircraft and NAVIGATE to field
4. MAYDAY CALL

Frequency - broadcast on frequency in use

- time permitting broadcast on last ATC freq.
- time permitting broadcast on 121.5 Khz

- more height = more range

Sequence - MAYDAY, MAYDAY, MAYDAY

of broadcast - Call sign - ZS-EDW
- Aircraft type - C 172
- Type of emergency - engine failure
- Intentions - emergency landing
- Location - 3 miles West of the dam
- (People on board) - 4 people on board

Transponder - Squawk 7700 = emergency

FINALS

Monitor descent - to arrive over 1000 ft keypoint at correct height

Monitor glide speed - to achieve for furthest glide

TURNING - monitor airspeed and bank angle closely

in gliding turn on to final (close to ground)
- NB higher stall speed and greater height loss

TURNING FINAL - confirm aiming point 1/2 to 1/3 in to field

to ensure that you reach field
- once certain of reaching field bring aiming
point closer and extend flap in stages
- extend landing gear ( if retractable )

FINAL CHECKS - with landing flap selected and gear down

- master switch, fuel and ignition off
- instruct passengers to unlatch doors and brace
 METHODS OF LOOSING EXCESS
1. HEIGHT
Side slipping
2. Extend more flap
3. Increase speed by
putting nose down
4. S-turns on final app.
5. Hammerhead app.
GLIDING NOTES – METHODS OF LOSING HEIGHT

You are on base leg / final approach and can see that you will be too high
In relation to your aiming point

What can you do to lose height ?

SIDESLIP – apply opposite rudder with aileron to increase drag = loose

height

FLAP - extend more flap – increase drag = increase glide angle

SPEED - push nose down – NB Flap extension speed

S-TURNS – Use S-turns to extend glide and lose more height

HAMMERHEAD – extend approach and so glide to lose more height

5. FINALS - JUDGING THE TOUCHDOWN
POINT

Touchdown – Nil flap

Touchdown – Initial flap

Touchdown – Full flap

Flaps can be used

To steepen the glide
Angle and move the
Touchdown point
Nil flap Initial flap Full flap
5. FINALS - JUDGING THE TOUCHDOWN
POINT

Nil flap Initial flap Full flap

Flaps can be used

To steepen the glide
Angle and move the
Touchdown point
Nil flap Initial flap Full flap
GLIDING NOTES – JUDGING TOUCHDOWN POINT

You have planned properly and reach the field

You are on final approach

The most important thing now is to touch down as early as possible so

that you have the maximum distance to stop and not hit any obstacles
at the far end of the field

As your aiming point moves under the nose extend more flap to increase
glide angle and keep it in the same place on the windscreen

The glide angle will increase, but use of flap will not increase speed too much

Touchdown point should progressively move to the beginning of the field

NB – take care not too extend flap too soon

rather land in the middle of the field than not reach it at all
6. LANDING, SHUTDOWN AND EVACUATION
Shutdown
Check that fuel,
engine and electrics
It is better to touchdown are off
late and reach the far
end at taxi speed than
undershoot and reach the
near edge at flying speed

Plan to touch down wings-level

At the slowest safe airspeed

Evacuate
Instruct your
passengers
to evacuate
keeping clear
of the propeller
GLIDING NOTES – LANDING, TOUCHDOWN AND EVACUATION

With the aiming point in the proper place and landing flap extended
Complete final checks

Aim is to reduce the risk of injury during a rough landing by:

- Bracing and removing sharp objects from pockets

- Tightening seat belts

- Reduce risk of fire by shutting down all systems – electrical and fuel

- Land as slow as possible on main gear with nose up

- Try to keep weight of front wheel – aircraft could flip over

- Control the ground roll and avoid any obstacles

- Consider a ground loop rather than striking an object like a fence

- As aircraft comes to a stop instruct passengers to evacuate

- Complete final shutdown checks if required and evacuate !