How to: Forced Landing

[@keni010-nf4pg]

For a forced landing, I was taught back in the mid 70's to pick a field and then pick a "1,000ft area" for that field. For me, this is crucial if you have the height to be able to do it. On my GFT (now called a skills test I believe) back in '75 the CFI cut the power at 2,000ft whilst we were climbing out of the runway. I converted speed into height, gave a mock Mayday call and then searched for a field ... I identified a suitable grass field and since there was no other signs of wind direction I used the runway heading which I was already on. I relayed this to the CFI and then I informed him of my "1,000ft area", this being the start of the base leg for the field. This, provided the glide approach to the beginning of this area, (the base leg) is flown successfully absolutely ensures that you will be at 700ft or very close to it, as you turn onto final approach to the field, i.e. perfect height. I then successfully did a long and protracted glide in order to be at my 1,000ft area at one thousand feet. The CFI had us get down to 500ft before returning the power and I then raised the 2 stages of flaps I'd applied and applied full power to climb away. I have never had to make a forced landing but I am confident that I could successfully make one, assuming there were fields below me and that my engine failure didn't occur at low altitude.

[@msarikah]

This combined with the video is wonderfully helpful. This is where I am in my student pilot journey. Now, it's not too scary! 🙏🏾 Thank you both!

[@onebravotango]

Great insights on handling forced approaches! Keep the basics right

[@richardweldon2062]

Excellent video. I'm approaching the end of my LAPL and building the rest of my solo hours. I'm intending to practise more of these. Thanks for the tutorial.

[@fastbackflying853]

Really glad to hear you found it helpful

[@msarikah]

This is AN AWESOME video. Thank you 🙏🏾😊!

[@fastbackflying853]

I am really glad you enjoyed it.

[@mohamedakhsassi5137]

Thanks man for the video !so helpful ! this is exactly how they taught us at our school . keep going , I have my flight test in a week or so . Greetings from Saskatoon Canada !

[@fastbackflying853]

Good luck with you test. I am really.glad you found it helpful.

[@tatyonajoyea6952]

Thank you for the video. I’m currently studying to obtain my private pilot’s license for single engine aircraft. I’m always looking to learn more on certain procedures such as emergency landings and this is very helpful.

[@fastbackflying853]

I am.really glad you found it helpful. Good luck with your training.

[@davechapman7735]

excellent work, cheers from an NZ, PPL

[@fastbackflying853]

Many thanks!

[@ThePikeywayne]

Great Post, thank you

[@bryanzisti8966]

There is no better way of briefing this thanks dude👍👍

[@fastbackflying853]

Happy to help. Thanks for the comment.

[@bshury]

nice video James...really well done!

[@fastbackflying853]

Thanks Brian!

[@JJackMoto]

Looking forward to this channel growing, your content is excellent. Greetings from Tennessee.

[@fastbackflying853]

Thank you very much. I hope all is well in Tennessee?

[@ST-iv2ej]

Really really good video, cheers

[@fastbackflying853]

I am glad you enjoyed it. Thank you for the comment its really appreciated!

[@traviscoffey9922]

Will a DPE ask you to do a forced landing on a checkride?

[@fastbackflying853]

I would expect that they would. This is certainly an item for a private license flight test and would be very common for any checkride on a single engine aircraft. I have had requests to do check rides for individuals because their insurance company is required a check ride. Most of these lists also include completing a forced aporoach.

[@jamesharkness1058]

Great video! What is the difference in rate of decent between 90mph and 84mph?

[@fastbackflying853]

They provide the best glide speed at different aircraft weights.

[@Selena-ee6ch]

The only thing that frustrates me about the 360 method is that you need to know the elevation of the ground under you at the time of your engine failure. Totally fine if you're in the training area you use every day but in a real life situation you're unlikely to know the elevation of the area well enough to make a high/low key work and you dont have time to pull out a map and try to find a spot elevation with everything else going on. My school leans very heavily on those numbers and I hate it because its just not gonna work if you're flying over unfamiliar areas.

[@fastbackflying853]

You have some excellent points here but I do think that at most times you are aware of your height above the ground to within a few hundred feet. Obviously if time allows you should be finding the height above the ground on the chart. If you are in an unfamiliar area or flying a cross country then you already have the map out or the EFB working and are tracking your progress. With all forced approach procedures it will eventually end in your judgement of the situation, the height and the gliding distance available. This needs to be practiced sufficiently with known numbers so that you understand what is should look and feel like so you can pull it off in an actual emergency that is not planned for.

[@marsgal42]

Interesting. My Musketeer's POH says best glide is 90 MPH and she glides like a brick at that speed. I had assumed they all glided like that. Have to try a little slower next time I go out to the practice area. As soon as this blasted smoke clears...

[@fastbackflying853]

Very interesting. Yes 90mph at Gross Weight. 84 at 2000lbs. I flew a 1963 with the vortices generators last week. What a difference!

[@marsgal42]

@@fastbackflying853 Makes sense: I usually fly a *lot* lighter than 2300 pounds. At my usual solo weight (1850 pounds) I'd be looking at 81 MPH, almost the same as the Cherokees I learned to fly in. I'm intrigued by GRR's iPad dock. My plane's Aera 796 works fine but is getting long in the tooth and I wonder how long Garmin will continue to support it.

[@leanobadukane9373]

would the procedures for the forced and precautionary landing be different if it were in a controlled airspace if so how ?

[@leanobadukane9373]

I'm from south africa and we do ours differently, but this video did give me an idea of how it would be done

[@fastbackflying853]

The forced approach procedure would not be different. It is an emergency so follow the fly, navigate, communicate steps. Let ATC know your doing a forced landing when it's possible for you to do so. A precautionary in controlled airspace will be a little different than in uncontrolled. The main difference will be ensuring ATC understands what you are doing and has give you permission for your inspection of the runway.

[@WhiskeyAlphaPilot]

So useful

[@fastbackflying853]

Very glad to hear it helped.

[@lymaxtoptier]

Thanks for this video 🔥🔥

[@nicolaspanouillot7846]

Pro tips ;)

[@meenakshisharma6985]

•Gain height with extra speed and get the speed as required for forced landing •Simultaneous fuel cock off and ignition off, all electricals off, give mayday call Carry out forced landing