Emergency Landing: Approach and Landing
Chapter 16.5
Choice of Landing Direction
The choice of a landing direction depends, amongst other things, on:
Wind direction:
The direction of the wind observed during a journey is not necessarily the same as that on the ground:
- plumes of smoke (fireplaces, field fires)
- cereal fields «undulating» and swaying trees and bushes
- waves on the surface of water
Slopes:
As a general rule it is better to land uphill with a tailwind rather than downhill with a headwind.
Choice of Landing Direction
The choice of landing direction depends, amongst other things, on:
Key Position:
for each landing surface (runway) the 4 KEY POSITIONS can be defined according to the following presentation.
These key positions are grouped in pairs by a circle. The circle should be considered as an aid for an approach.
Choice of Landing Direction
The circle may be approached from any side.
Depending on the height, this circle may be used to desend or to approach the key position.
Ideally one would overfly the landing surface in order to reach the key position at approximately 1000 ft AGL.
Choice of Landing Direction
A left-turn approach is preferred to the right turn.
Reason:
Overflying of the landing surface allows a better understanding of the surface itself. The approach with left turn allows the pilot a better view and is therefore easier.
Division Of The Approach According To A Known Pattern
There is no fundamental difference in the procedure for the emergency landing approach compared to the procedure for the approaches without engine power: In the approach, a flight path is flown which is based on the sequence of the known standard aerodrome circuit.
From the Key Position to the Landing
In the key position, the landing flaps are set to the first position and, for aircraft with retractable landing gear, the landing gear is extended. The approach continues with V BEST GLIDE. This results in a steeper approach angle. The reason for this is that it is easier to see the flight vector with a steeper approach angle than with a flat approach angle (click on "Explanation" for the reason).
The aiming point is selected in the centre of the landing field/runway. Approach corrections to approach the aiming point are made as long as possible by means of flight path corrections on approach.
From the Key Position to the Landing
Only when it is certain that the centre of the landing field / runway is reached, the flaps are fully extended and the speed is reduced to V FINAL APPROACH. This makes the approach steeper and the flight vector / aiming point shifts to the beginning of the landing area / runway.
Procedures before Touch Down
If these points are not included in the CHECKLIST FOR ABNORMAL SITUATION / EMERGENCY the following procedures should be taken shortly before touch down:
- Close the fuel selector valve
- Switch off the magnetos (ignition key)
- After extending the FLAPS: turn off all electrical systems, MASTER SWITCH OFF. The STALL WARNING will not work if it is electric.
- Open the cabin door or canopy to prevent it from getting stuck
- Remove eye glasses to prevent injury
- Protect Passengers by BRACE:
- check seat belts and seats
- cushion on the knee
- protecting the head with arms
Landing on Water / DITCHING
The approach to a water surface is often easy, but landing on a large, calm surface presents a particular problem. The remaining height is difficult to estimate. It is recommended that you approach the water with as small a descent rate as possible.
Ditching should be as close to the shoreline as possible and parallel to it. If there are any boats on the water, you should ditch near them.
Ditching on a river is problematic. The current tends to drag the wreckage under water and keep it there. Even when passengers are able to leave the airplane, they are in grave danger because of currents and vortices.