Engine Failure Gliding - Final Approach Phase
Joined: Jun 2002
Aviation Qualifications: PPL
Posts: 5,106
Likes: 323
From: east ESSEX
Just wish to add a few thoughts to those already on here; an engine failure at altitude in a pressurised single will result in loss of pressurisation and a rapid increase in cabin altitude with attendant possibility of the crew/pax becoming hypoxic unless they have their emergency oxygen and masks on, in short order. On top of the engine emergency, there can be panic amongst pax, to add to the initial problems.How many pilots wear their mask/ around neck when flying above FL100 ? pax briefed ? I`ve test-flown a t/charged twin capable of FL250, and the Malibu as well to that altitude; the twin did not have any serviceable masks fitted,so it was necessary to borrow some for the a/test, but the a.c`s owners regularly flew it across Europe at high alt, and seemed unconcerned about a loss of pressurisation and the physiological effects...... In this case it is not mentioned in the report,but it may have been a factor to consider............
Given the circumstances in this case, it would have been difficult to see the intended airfield as it was directly/.virtually underneath it. A gentle orbit would have been enough to have established a visual, and certainly with an autopilot, one should use the automatics as much as possible; if not, make sure the a/c is well trimmed and in balance at the correct gliding speed... on most light a/c there are placards with all the information,or use a checklist. If the airfield has multiple runways, your options have improved, if it appears to go `pear-shaped` at any time.
You must select an` initial aiming point` about 1/3 to1/2 way along the intended landing surface, even if it is a field, and concentrate the pattern you fly on that point...only; not the threshold.If you fly a `constant aspect` pattern, with about 20-25 deg. of bank you will see if you are too tight, or drifting away, and correct the bank accordingly. Dont select gear/ flaps too early, unless you have to wind them down.... off-airfield, leave them up.
Use `S` turns if you are high, but never turn away from the airfield. Use flaps/gear to now bring your IAP back towards--towards the threshold, so you now aim about 1/4 in...you can hammer the brakes after landing, it`s cheaper than spinning in on short finals....
Finally, if you are going to crash, then crash under control, rather than out of control !
Given the circumstances in this case, it would have been difficult to see the intended airfield as it was directly/.virtually underneath it. A gentle orbit would have been enough to have established a visual, and certainly with an autopilot, one should use the automatics as much as possible; if not, make sure the a/c is well trimmed and in balance at the correct gliding speed... on most light a/c there are placards with all the information,or use a checklist. If the airfield has multiple runways, your options have improved, if it appears to go `pear-shaped` at any time.
You must select an` initial aiming point` about 1/3 to1/2 way along the intended landing surface, even if it is a field, and concentrate the pattern you fly on that point...only; not the threshold.If you fly a `constant aspect` pattern, with about 20-25 deg. of bank you will see if you are too tight, or drifting away, and correct the bank accordingly. Dont select gear/ flaps too early, unless you have to wind them down.... off-airfield, leave them up.
Use `S` turns if you are high, but never turn away from the airfield. Use flaps/gear to now bring your IAP back towards--towards the threshold, so you now aim about 1/4 in...you can hammer the brakes after landing, it`s cheaper than spinning in on short finals....
Finally, if you are going to crash, then crash under control, rather than out of control !
Thread Starter
Joined: Jan 2001
Posts: 739
Likes: 0
From: Dallas, TX USA
So, if I could summarize what's been said so far (with additions), into a general procedure.
If engine failure occurs during cruise;
1. Select oxygen if needed, then trim the aircraft and establish a glide at best glide speed, which buys the most time and distance.
2. Contact ATC, declare an emergency and get a vector (or vectors) to the nearest airfield.
3. Start the glide to the airfield (or other suitable landing area).
4. Attempt engine restart per the recommended procedure (we'll assume this fails).
5. Try to choose whether you will use a pattern approach or a straight in approach, depending on distance to the landing area, wind direction, etc. It seems you would use a pattern approach if you will arrive high over the airfield, or straight in if you will arrive near the end of the glide.
6. Pick your "near the field" aim point and altitude based on how you'll fly the approach, high key point for a high key/low key pattern, or a point (I'm not sure where or how high) for a straight in.
7. When you arrive near the aim point, switch modes from the "glide to aim point" phase to the "approach and landing" phase.
8. Fly the chosen approach to the landing, timing the use of gear and flaps as required (where do you get this data?). Try to make sure that you have both long and short touch down points available.
Writing this makes me think that it would be good to practice both straight in and pattern approaches (trying and testing gear and flap selection points maybe?).
Regarding pattern approaches, I don't think I would practice a glide pattern approach that relies on any features specific to a home airfield. The only thing that will be common at any airfield is a runway, so that should be the pattern reference. The high key/low key pattern approach seems to rely on the runway only for reference, which makes sense to me. It seems the "constant aspect" approach should rely on the runway only for reference as well.
Please correct any of these comments as needed.
If engine failure occurs during cruise;
1. Select oxygen if needed, then trim the aircraft and establish a glide at best glide speed, which buys the most time and distance.
2. Contact ATC, declare an emergency and get a vector (or vectors) to the nearest airfield.
3. Start the glide to the airfield (or other suitable landing area).
4. Attempt engine restart per the recommended procedure (we'll assume this fails).
5. Try to choose whether you will use a pattern approach or a straight in approach, depending on distance to the landing area, wind direction, etc. It seems you would use a pattern approach if you will arrive high over the airfield, or straight in if you will arrive near the end of the glide.
6. Pick your "near the field" aim point and altitude based on how you'll fly the approach, high key point for a high key/low key pattern, or a point (I'm not sure where or how high) for a straight in.
7. When you arrive near the aim point, switch modes from the "glide to aim point" phase to the "approach and landing" phase.
8. Fly the chosen approach to the landing, timing the use of gear and flaps as required (where do you get this data?). Try to make sure that you have both long and short touch down points available.
Writing this makes me think that it would be good to practice both straight in and pattern approaches (trying and testing gear and flap selection points maybe?).
Regarding pattern approaches, I don't think I would practice a glide pattern approach that relies on any features specific to a home airfield. The only thing that will be common at any airfield is a runway, so that should be the pattern reference. The high key/low key pattern approach seems to rely on the runway only for reference, which makes sense to me. It seems the "constant aspect" approach should rely on the runway only for reference as well.
Please correct any of these comments as needed.
Last edited by Flight Safety; 8th August 2005 at 02:55.
Joined: Jun 2002
Aviation Qualifications: PPL
Posts: 5,106
Likes: 323
From: east ESSEX
FS, the straight-in approach is probaly the hardest to judge, but if you use an IAPt. well down the runway/field, if too high you can `s` turn to lose distance.One important point is that one should practice the descent aspect at each configuration change once trimmed at the correct speed, as it is all too easy to select gear/flaps etc, and then find that the` picture`, once stabilised now shows you will fall short.
For info at 25 deg bank, your turn radius varies , at 100 kts it is about 2000 ft, at 150 kts it is 4000 ft. in still air.
I agree with in IMC, increasing descent speed and then using that excess to position when VMC, even accepting a d/w landing....
For info at 25 deg bank, your turn radius varies , at 100 kts it is about 2000 ft, at 150 kts it is 4000 ft. in still air.
I agree with in IMC, increasing descent speed and then using that excess to position when VMC, even accepting a d/w landing....
