Constable Clipcock
13th Jul 1999, 02:54
DW: Just to be absolutely certain, is the SFL drill described below what you're talking about?
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AETCMAN 11-206 (Chapter 7) 29 September 1995
7.3.1. The 360° Pattern. If altitude permits, use the full 360° pattern because it is easily adjustable for varying wind conditions, provides a large margin for errors in planning, and is similar to the traffic pattern with which you are already familiar. This pattern is basically a 360° descending turn which is flown in relation to ground reference points, called key positions, selected during the pattern. If the pattern is flown so the aircraft is placed over the low key and base key ground positions at the recommended altitudes, you should have a successful forced landing in the selected field. Although approximate altitudes are specified at the key points, use the landing field as the primary reference for flying the pattern. The altimeter may not give you valid information unless you know the terrain elevation.
7.3.1.1. To accomplish the 360° pattern, fly directly to the field, planning to arrive over the center of the field at approximately 1,500 feet AGL, headed into the wind (figure 7.1). This point is called high key.
7.3.1.2. When at high key, begin a gliding turn in either direction toward low key. (As a technique, try to plan this turn to keep the selected field on your side of the aircraft, thus improving your view of the landing area.) Low key is a position approximately 800 to 1,000 feet AGL and 3/4 mile from and abeam of the intended touchdown point (no wind). Low key is similar to a point in the traffic pattern on downwind just prior to the perch point.
7.3.1.3. Continue the turn from low key to base key, planning to arrive there at approximately 600 to 700 feet AGL. Base key is similar to the final turn position in the traffic pattern. From base key, turn to final approach. On final, you should normally set your aim point approximately in the center of the landing field. When lowering full flaps, change your aim point so you land in the first third of the field.
7.3.2. Low Altitude SFLs. Low altitude SFLs do not differ appreciably from other forced landings except there is less time available for planning and execution because of the close proximity to the ground. If altitude prevents you from arriving over the field at high key, try to enter the SFL pattern at one of the other key points. Normally, turn only as necessary to avoid obstructions when below 400 feet AGL and limit turns to approximately 90° when below 800 feet AGL.
7.3.2.1. In the area, the IP will simulate engine failure at traffic pattern altitudes. You should use the procedures already described to maneuver into position to make your forced landing.
7.3.2.2. In the traffic pattern, your IP will simulate engine failure on downwind. Procedures are the same as previously described except you should plan the pattern so the runway is your landing field. Plan to roll out on final at least 200 feet AGL. Use flaps as required. It is not necessary to touch down within the landing zone. However, if a long landing will result in a traffic conflict
7.3.3. Use of Flaps. Lower flaps at anytime during an actual or SFL. Plan your pattern so you do not have to retract the flaps after lowering them.
7.3.4. Aim Point. You aim for approximately the center of the selected field on a forced landing for two reasons. First, if the engine seizes and the propeller stops turning at the fully fine or low AOA position, the aircraft will not glide as far due to propeller drag. (The propeller should normally go to the fully coarse or high AOA position, which creates negligible drag.) Second, aiming at the center of the field allows you a greater margin for errors.
7.4. Actual Forced Landings. The purpose of your practice and instruction in SFLs is to prepare you to make a successful forced landing during an actual emergency. You improve your chances of making a successful forced landing if you remain calm. You can make an actual forced landing with little or no damage to the aircraft and no personal injury if the aircraft touches down under control.
7.4.1. Make your landing with full (40°) flaps if possible, especially on an unprepared surface and plan to touch down at the lowest possible speed. After touchdown, hold the control stick aft to keep the weight off the nosewheel as long as possible. Abandon the aircraft immediately after it comes to a stop; do not return unless you need to obtain equipment or supplies (for example, survival gear). Remain well clear of the aircraft until you are reasonably certain it is safe to return.
7.4.2. Although you may practice SFLs in the traffic pattern using the runway as the selected field, an actual forced landing in the pattern may not allow you to land on the prepared surface. For example, on takeoff leg, you will probably not have sufficient altitude to glide back to the runway. In this case, a forced landing straight ahead with the aircraft under control is much safer than attempting to turn back to a prepared surface. Besides the potential for a midair collision with aircraft behind you, you will also be faced with a downwind landing. The steep bank angles required for a 180° turn back to the runway will increase your stall speed without sufficient altitude for a recovery.
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Contrabanderos may run, but they can never hide!
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AETCMAN 11-206 (Chapter 7) 29 September 1995
7.3.1. The 360° Pattern. If altitude permits, use the full 360° pattern because it is easily adjustable for varying wind conditions, provides a large margin for errors in planning, and is similar to the traffic pattern with which you are already familiar. This pattern is basically a 360° descending turn which is flown in relation to ground reference points, called key positions, selected during the pattern. If the pattern is flown so the aircraft is placed over the low key and base key ground positions at the recommended altitudes, you should have a successful forced landing in the selected field. Although approximate altitudes are specified at the key points, use the landing field as the primary reference for flying the pattern. The altimeter may not give you valid information unless you know the terrain elevation.
7.3.1.1. To accomplish the 360° pattern, fly directly to the field, planning to arrive over the center of the field at approximately 1,500 feet AGL, headed into the wind (figure 7.1). This point is called high key.
7.3.1.2. When at high key, begin a gliding turn in either direction toward low key. (As a technique, try to plan this turn to keep the selected field on your side of the aircraft, thus improving your view of the landing area.) Low key is a position approximately 800 to 1,000 feet AGL and 3/4 mile from and abeam of the intended touchdown point (no wind). Low key is similar to a point in the traffic pattern on downwind just prior to the perch point.
7.3.1.3. Continue the turn from low key to base key, planning to arrive there at approximately 600 to 700 feet AGL. Base key is similar to the final turn position in the traffic pattern. From base key, turn to final approach. On final, you should normally set your aim point approximately in the center of the landing field. When lowering full flaps, change your aim point so you land in the first third of the field.
7.3.2. Low Altitude SFLs. Low altitude SFLs do not differ appreciably from other forced landings except there is less time available for planning and execution because of the close proximity to the ground. If altitude prevents you from arriving over the field at high key, try to enter the SFL pattern at one of the other key points. Normally, turn only as necessary to avoid obstructions when below 400 feet AGL and limit turns to approximately 90° when below 800 feet AGL.
7.3.2.1. In the area, the IP will simulate engine failure at traffic pattern altitudes. You should use the procedures already described to maneuver into position to make your forced landing.
7.3.2.2. In the traffic pattern, your IP will simulate engine failure on downwind. Procedures are the same as previously described except you should plan the pattern so the runway is your landing field. Plan to roll out on final at least 200 feet AGL. Use flaps as required. It is not necessary to touch down within the landing zone. However, if a long landing will result in a traffic conflict
7.3.3. Use of Flaps. Lower flaps at anytime during an actual or SFL. Plan your pattern so you do not have to retract the flaps after lowering them.
7.3.4. Aim Point. You aim for approximately the center of the selected field on a forced landing for two reasons. First, if the engine seizes and the propeller stops turning at the fully fine or low AOA position, the aircraft will not glide as far due to propeller drag. (The propeller should normally go to the fully coarse or high AOA position, which creates negligible drag.) Second, aiming at the center of the field allows you a greater margin for errors.
7.4. Actual Forced Landings. The purpose of your practice and instruction in SFLs is to prepare you to make a successful forced landing during an actual emergency. You improve your chances of making a successful forced landing if you remain calm. You can make an actual forced landing with little or no damage to the aircraft and no personal injury if the aircraft touches down under control.
7.4.1. Make your landing with full (40°) flaps if possible, especially on an unprepared surface and plan to touch down at the lowest possible speed. After touchdown, hold the control stick aft to keep the weight off the nosewheel as long as possible. Abandon the aircraft immediately after it comes to a stop; do not return unless you need to obtain equipment or supplies (for example, survival gear). Remain well clear of the aircraft until you are reasonably certain it is safe to return.
7.4.2. Although you may practice SFLs in the traffic pattern using the runway as the selected field, an actual forced landing in the pattern may not allow you to land on the prepared surface. For example, on takeoff leg, you will probably not have sufficient altitude to glide back to the runway. In this case, a forced landing straight ahead with the aircraft under control is much safer than attempting to turn back to a prepared surface. Besides the potential for a midair collision with aircraft behind you, you will also be faced with a downwind landing. The steep bank angles required for a 180° turn back to the runway will increase your stall speed without sufficient altitude for a recovery.
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Contrabanderos may run, but they can never hide!