Forced Approach

[ywgflyboy]

What forced approach (PPL, CPL level) techniques to you all use/teach? I have gotten into the habit of doing a bow-tie like pattern 1 mile from the field but have been finding that is not always giving me the results I want.

[paydaymayday]

No longer an instructor, but I favored the circuit method with pre-determined altitudes above visually selected (key) points. I did a bit of the 360 in the PPL, but I didn't focus on teaching that too much until the CPL, because I found students would get too focused on the math and not fly the aircraft.

[Oor Wullie]

I use the planned approach method. A students spends the majority of his time in the circuit. Setting key points on the base and final turn comes naturally. Relationship, I find in this case, is a good teaching tool. Don't forget to aim 1/3 up the chosen field. Leave yourself room for error.

[Big Pistons Forever]

My pet peeve is that most instructors treat the forced approach only as a flight exercise. I treat it as a PDM exercise starting with the fact that at least 80% of engine failures are directly caused by the actions or inactions of the pilot. So if you are faced with having to fly a for real forced approach it is highly probable you were stupid and now have one last chance to save your sorry ass with the most difficult and least practiced exercise in the flight training sylabus. The only thing you want from the forced approach manoever is to not die. The key to the "I did not die" option is not hitting anything solid at flying speed. Therefore any landing that would allow the aircraft to deaccelerate at less than 9 G's (about 25 ft ground run if you start at 50kts) will get the job done. Frankly I think you can get a pretty good idea if a PFL falls into the "I will not die" catagory from 500ft AGL so I see no reason to go lower. I fear many students get an exaggerated feeling of success when they see forced approaches in a training environment. This is because they generally know the engine failure is coming and for most FTU's there is only a small number of fields you can practice on so they quickly learn all the key points and a standard profile that usually works. Success on the typical FTU PFL is IMHO a poor predictor of the abilty to successfully fly a real force landing with a sudden engine failure over strange terrrain.

I PGI this exercise in 3 stages

Stage 1: Pre engine failure: This is a full discusion on avoiding the pilot caused engine failures and talks about fuel mangement, reviewing carb ice, and interpretting engine guages so that the signs of an impending engine failure are recognized in time to potentially avoid having the engine fail


Stage 2: This occurs immediately after the engine fails and the principal objective is to restore usable engine power. It begins with carb heat on , aircraft trimmed for the glide and pointed at a suitable field. But the main points of discussion concentrate on what actions the pilot can take to get the engine going . The discussion is given context by matching the actions to the time available. Down low you would have very little time so a quick fuel/mixture /switches check is all you will get in, but if the engine failure occured at 10,000ft then there are lots of things you could try. I also talk about a point that is almost never discussed at FTU's. What do you do if you get the engine started ?

Stage 3 : Usable power is not restored: It starts with the shut down actions and encompasses the traditional briefing on how to fly the Forced Appraoch. I favour the bow tie
method because you are always either pointed at the field or half a turn from being pointed at it and there is only one key point. Pick that right and you will probably make it

[Oor Wullie]

I believe aric was referring to the approach method. i.e. the 360 overhead or cct approach. If you find that you're continuosly using bow ties or s-turns on final, you may want to use wider key points. It seems as though you're under-estimatiing the a/c's glide range. Slipping with flaps is an option, just use caution and watch your speed.

[FlaplessDork]

Best thing you can do for your forced approach is learn to judge your glide. It should be taught and become habit from day one teaching descents.

That point that remains stationary on the ground is where you will impact the ground. Every thing above it will exand upwards, everything below down in the windscreen.

If you are a visual person you can imagine a string to that point that you can manipulate, bend or turn to make your field of choice. If you constantly are watching that stationary point you can see the effect of wind on your glidepath, and modify your circuit, turns and keypoints to make the field. If your too high, turn away from the field to extend your final, and too low the reverse. Should never have to use a forward slip (for a 172) if you can judge your glide. When on final you can add flaps as needed to steepen your glide and make a soft field landing.

I teach this first then I teach it similar to Big Pistons Forever, but I like to go lower than 500'AGL, especially in the Prairies were we often get performance decreasing windshear at 500'.

[loopa]

Know where the point of zero movement is at ALL TIMES.

If it's to your left, look ahead, spot the PZM, visualize an ARC from the PZM to the field on the left and see if you make it. Once you understand how to do this, it doesn't matter which procedure you fly. You will always know when to turn final

I find Circuit and 360 very effective.

[Bushav8er]

Its been 26 yrs since I was in flight training. I was taught high key, low key, circuit to the chosen field, keep field in front (sight), S turn or slip as required. I'm always up to learn something new - wanna explain the 'bowtie' - thanks.

[Randleman]

I use Bowtie, it's always worked perfectly for me. Just make sure to turn 1 mile final with AT LEAST 1000 feet and be prepared to add flap.