Airplanes are designed with sensors in the cockpit that notify the pilot when an engine fails. Once the sensor goes off, the pilot will begin to perform the steps for an emergency landing. As the airplane descends and decelerates, the pilot will begin to search for a safe area to perform an emergency landing. Ideally, the pilot will land on a nearby landing. As in the case of Hudson River landing, though, other areas may be used, including a body of water.
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More often than not, this will be the airport that you just took off from or the one you were landing at. A Mayday call will go out over the radio, and a request to land immediately and have emergency services available will be made. The pilot will also deploy the landing gear early to create drag.
Now, the goal is to put the aircraft down at the lowest possible speed to help with the braking and bring the plane to a complete stop. When it comes to gliding ratios, all aircraft are different, meaning they will lose altitude at a different rate. For example, say the plane has a lift to drag ratio of it means that for every ten miles of flight, it loses one mile of altitude. If the aircraft was at the height of 36, feet seven miles , the plane could fly for 70 miles before hitting the ground.
A scenario like this could happen if engine power was lost due to the two causes that we did not mention yet. These are flying through volcanic ash or running out of fuel. Back to the bird strike incident, we talked about most engine failures happening at a much lower elevation when taking off and landing. Miraculously, all people aboard were rescued by nearby boats. This is proof to passengers that if both engines fail, there is an excellent chance that even if the plane cannot make it to an airport, it could still all end well!
These five Ss are size, shape, surface, slope, and surroundings. In other words, you need a large field of a sensible shape, and it should be flat, with no high crops in it, and no large obstacles to be cleared. You now need to work out how to land in the middle of your chosen field. You need to plan an approach and pattern which will bring you safely to the middle of the field for touchdown, as this allows you some space for error.
Only when all of this is done should you start to consider a possible engine restart, and a mayday call on the radio. Once you are safely established in a glide which you know will enable you to reach your chosen field, can you can take sensible steps to restart the engine.
You may only need something as simple as the application of carburetor heat or to change fuel tanks. If this is the case, well and good, and you can fly away safely. If it is something more complex than that, then it is best not to waste time bothering. I was always taught that if carburetor heat or changing fuel tanks did not work, you should not try anything else, but should just concentrate on landing the plane safely.
Putting out a mayday call will hopefully draw attention to your plight, and it means that the emergency services can be alerted, so that someone will be there to help when you land, or at least well on the way.
The mayday call taught during the PPL course is quite detailed, and this is fine if you have time for it. Simply give ATC your callsign and position if that is all you can manage. There is not much point in telling them your altitude, as it will be constantly changing! Once you are committed, and you know you can reach the field safely, you can start to do shutdown checks if time permits. Turn off the fuel and the engine, as you do not want the engine to suddenly and unaccountably start up at very low level, which has occasionally been known to happen.
But ensure the electrics remain on, to enable electrically operated items such as flaps and the radio to operate. If there is time, brief your passengers for the emergency landing.
Of course, they should have been briefed before the start of the flight, but they will probably not remember everything by this point. From the foot point, the approach becomes the same as the glide approach exercise which you will have practiced during the PPL course.
Be too high if necessary, rather than too low. You cannot gain height, and on no account try to stretch the glide. But if necessary you can lose height, by doing S-turns, side slipping, or even orbiting. Once you are certain of reaching your aiming point, you can use flaps if necessary. After that try to land as slowly as is safe, particularly if the field is soft or at all uneven, or has crops in it. But remember, your primary objective is to survive the forced landing; saving the aircraft is a bonus!
Engine failure after takeoff is one of the most difficult emergencies to deal with. After all, the plane will be climbing, and at a low altitude. If the engine fails in this flight configuration, then making the right decision quickly and correctly is essential if a safe landing is to be made. The first thing to say is — do not under any circumstances try to turn back to the runway you have just left.
It is a very tempting thing to do; after all, there is that lovely long, wide runway, just behind you! You will simply lose too much height in the turn, and landing short and crashing is almost guaranteed! You need to quickly select the best glide angle and speed. This will involve a significant pitch change, ie quickly lowering the aircraft nose. You now need to land the aircraft directly in front of you or a little to one side, even if the site is not ideal; there will be no time for much else.
If there is a significant crosswind, you can also consider landing into wind.
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