July 18, 2011 - Forced Approach
After two weeks of intensive teaching at the University where I work, I finally had time to squeeze in another lesson before heading out to PEI. It was also another reunification with Korkka, since I had taking several lessons with Tatiana in his absence. On the menu: Forced Approaches.
Like so much in flight training, the forced approach is an exercise in precautions and safety. If, for example, one encounters an engine failure and has to land, where and how might one best do so? A previously-taught emergency reference still holds true: AVIATE - NAVIGATE - INVESTIGATE - COMMUNICATE - SECURE!
1. AVIATE
Fly the plane! In a 150, best glide speed is 60 kts. Set the attitude to cruise, establish 60 kts, and trim the aircraft so you can focus on other stuff. And, oh yea, place carb heat on (I forgot to do this myself).
2. NAVIGATE
Find a suitable field for landing. Ideally, a light green one (dark green may indicate taller crops, not great for the plane to land in and more importantly, take off from later on!), long, wide and into the wind. Set up the approach, either a modified circuit pattern, or a 360 pattern, in either case, finding key points to guide your final approach. The latter key point should find your plane at about 500 ft AGL (this would of course presume the pilot actualy checks the altimeter at some point and makes corrections accordingly, lol! In my case, I neglected to do so and found myself too high both times, once resulting in the need for serious flap dumping and slipping at the last minute, the other time going around once more and then being too low at the end!)
3. INVESTIGATE
Time permitting, run a downwind check to see if something obvious can be done to get things going again with the engine: Primer in and locked, master on, mags both, temp/pressure green, circuit breakers in, mixture rich (carb heat is already on), fuel on and check quantity
4. COMMUNICATE
Now is the time to make a Mayday call (or sooner, if the emergency necessitates skipping "investigate" and just getting the plane onto the ground. A sample call might go like this:
MAYDAY-MAYDAY-MAYDAY
THIS IS CESSNA 150 GGNJ, GGNJ, GGNJ
ENGINE FAILURE NORTH-WEST OF CLAREMONT, 2 SOULS ON BOARD
PREPARING TO LAND IN A FARMERS FIELD
GGNJ (X3)
MAYDAY (x3)
This call is made on 121.5, the ER frequency. The transponder can also be tuned to 7700, in case anyone can pick it up.
At this point it is critical to calm any passengers. Tell them you'll be landing the plane and where, and ask them to secure their seat belt, and that just prior to landing, they should unlatch their door. Upon landing, they are to get out of the plane and meet you at the back.
5. SECURE
I'm a bit tricky on this one... I think you pull out the mixture to idle, turn off the fuel tanks, and turn the mags off. Then, just before touch down, you also turn off the master switch (keep it on until then, in case you need flaps). How I would remember all this in the event of an actual emergency is beyond me! :-P
During a simulated forced approach, it is additionally important to warm the engine by periodically applying full power: Throttle all the way in, then back out.
I'm probably missing a few steps, but that's a synopsis at least.
Now it's off to PEI for 5 weeks, and hopefully lots of studying in order to pass the written exam upon my return! Perhaps the increase in theoretical knowledge will make up for the inevitable loss of skill that will accompany such a long break from actual flying!!
Like so much in flight training, the forced approach is an exercise in precautions and safety. If, for example, one encounters an engine failure and has to land, where and how might one best do so? A previously-taught emergency reference still holds true: AVIATE - NAVIGATE - INVESTIGATE - COMMUNICATE - SECURE!
1. AVIATE
Fly the plane! In a 150, best glide speed is 60 kts. Set the attitude to cruise, establish 60 kts, and trim the aircraft so you can focus on other stuff. And, oh yea, place carb heat on (I forgot to do this myself).
2. NAVIGATE
Find a suitable field for landing. Ideally, a light green one (dark green may indicate taller crops, not great for the plane to land in and more importantly, take off from later on!), long, wide and into the wind. Set up the approach, either a modified circuit pattern, or a 360 pattern, in either case, finding key points to guide your final approach. The latter key point should find your plane at about 500 ft AGL (this would of course presume the pilot actualy checks the altimeter at some point and makes corrections accordingly, lol! In my case, I neglected to do so and found myself too high both times, once resulting in the need for serious flap dumping and slipping at the last minute, the other time going around once more and then being too low at the end!)
3. INVESTIGATE
Time permitting, run a downwind check to see if something obvious can be done to get things going again with the engine: Primer in and locked, master on, mags both, temp/pressure green, circuit breakers in, mixture rich (carb heat is already on), fuel on and check quantity
4. COMMUNICATE
Now is the time to make a Mayday call (or sooner, if the emergency necessitates skipping "investigate" and just getting the plane onto the ground. A sample call might go like this:
MAYDAY-MAYDAY-MAYDAY
THIS IS CESSNA 150 GGNJ, GGNJ, GGNJ
ENGINE FAILURE NORTH-WEST OF CLAREMONT, 2 SOULS ON BOARD
PREPARING TO LAND IN A FARMERS FIELD
GGNJ (X3)
MAYDAY (x3)
This call is made on 121.5, the ER frequency. The transponder can also be tuned to 7700, in case anyone can pick it up.
At this point it is critical to calm any passengers. Tell them you'll be landing the plane and where, and ask them to secure their seat belt, and that just prior to landing, they should unlatch their door. Upon landing, they are to get out of the plane and meet you at the back.
5. SECURE
I'm a bit tricky on this one... I think you pull out the mixture to idle, turn off the fuel tanks, and turn the mags off. Then, just before touch down, you also turn off the master switch (keep it on until then, in case you need flaps). How I would remember all this in the event of an actual emergency is beyond me! :-P
During a simulated forced approach, it is additionally important to warm the engine by periodically applying full power: Throttle all the way in, then back out.
I'm probably missing a few steps, but that's a synopsis at least.
Now it's off to PEI for 5 weeks, and hopefully lots of studying in order to pass the written exam upon my return! Perhaps the increase in theoretical knowledge will make up for the inevitable loss of skill that will accompany such a long break from actual flying!!