Emergency landing video

In spite of all you can do, there may come a time, when for some reason, you have to do an emergency landing. THINKING about what you COULD DO / SHOULD DO is something ALL pilots of ALL aircraft need to practice from time to time. After all, planning ahead is one of the key components of good airmanship.

One of our members, Tony Tabart, has prepared a video to show the procedures he would go through when performing an emergency landing in his Lancair. Sharing this should give some insight about the vital steps towards a good outcome:

emergency

 

Many thanks, Tony. I am sure it will provide food for thought for others!

(NB. Links best viewed in Google Chrome and may not be iPad compatible.)

3 thoughts on “Emergency landing video

  1. Thanks Tony for some really well thought out insights .Here are a couple more to consider with respect. I would suggest not joining a downwind position at say 3000 feet. Instead join a high key position at 3000 abeam the threshold on the dead side proceeding to a low key position at 1500 feet abeam the threshold on the circuit side. In this way you are always positioned close to the field and have an excellent view of the threshold at all times. Also you can hold a relatively constant angle of bank whilst always positioned to attack your landing point. This technique actually reduces workload and by holding a constant angle of bank only minor adjustments are required to achieve the aiming point. Agree a good point to put the gear down is abeam the threshold and flaps deployed as required. Also a great demonstration of propeller pitch control . Under no circumstances would I suggest pulling the mixture during these exercises as it introduces a risk factor that cannot be justified by any risk assessment analysis. Also I may have got this wrong, but having landed deadstick it would be very unadviseable to simply push the mixture and pitch controls forward for a go around as the combination of a cooled engine,possible fouled plugs and sometimes fuel flow issues would make it adviseable to backtrack before having another go. Thanks Tony for your efforts in producing a great video and I trust you can use a few of my ideas in a sequel. Regards Rod Hall

  2. Thanks Tony for the video demonstration of a forced landing. I agree with Rod about some technique adjustment. High key/low key aiming points better position the aircraft for circuit adjustment if required. Included in the vital actions of my emergency checklist for engine failure is prop full coarse immediately so I would do it a little earlier. I would debate the selection of fine pitch at low level of final requiring a major change in elevator pitch to maintain airspeed. As Rod suggests, a T & G or low level go around with requiring mixture from ICO… adds to workload in an already adrenalin charged condition, even if it’s a practice. If not a practice the mixture will be left in ICO and the prop fine pitch (aka speed brake) can be selected fine after touch down. Thanks indeed Tony. The benefit of discussions like this will never be exhausted while we aviate. All the best. Dom Crain.

  3. I would also like to thank Tony for providing the Emergency Landing Video and I am especially happy to see it generate some discussion on our LOBO Oz blog.

    I also agree with the high key, low key positions mentioned by Rod and Dom, although regardless, you need to be able to get to the base point from any position within gliding distance to your selected landing area.

    I have attached a copy of the LOBO Emergency Landing Pattern from the Legacy training manual.

    This procedure works very well, however for my two bobs worth, I actually (once landing area selected, which is always during practice) go full fine on the pitch, fly an accurate 120 knots and keep it tight. Like Tony says, the base turn point needs to be around 35 to 40 degrees from the touch down point.

    I do it this way as it is easy to shift the aim point back towards you with selection of full flap and speed brakes and much harder to extend the glide.

    In my full fine configuration the rate of descent is eye watering, however, I can extend the glide by going coarse pitch, delaying flap/gear or reducing airspeed slightly.

    For the Lancair 1V drivers the procedure is very similar although at the LOBO recommended speed of 110 knots the 1V glides much better than a Legacy, meaning the low key and base points are lower.

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