Emergency Landings:

Types of Landings - Psychological Hazards - Safety Concepts & Terrain Approach & Airplane Configuration - Engine Failure After Takeoff

Approach
...	When the pilot has time to maneuver, the planning of the approach should be governed by the following three factors:
...	..	• Wind direction and velocity
...	..	• Dimensions and slope of the chosen field
...	..	• Obstacles in the final approach path
...	These three factors are seldom compatible. When compromises have to be made, the pilot should aim for a wind/obstacle/terrain combination that permits a final approach with some margin for error in judgment or technique. A pilot who overestimates the gliding range may be tempted to stretch the glide across obstacles in the approach path. For this reason, it is sometimes better to plan the approach over an unobstructed area, regardless of wind direction. Experience shows that a collision with obstacles at the end of a ground roll or slide is much less hazardous than striking an obstacle at flying speed before the touchdown point is reached.

Airplane Configuration

...

Since flaps improve maneuverability at slow speed, and lower the stalling speed, their use during final approach is recommended when time and circumstances permit. However, the associated increase in drag and decrease in gliding distance call for caution in the timing and the extent of their application; premature use of flap and dissipation of altitude may jeopardize an otherwise sound plan. A hard and fast rule concerning the position of a retractable landing gear at touchdown cannot be given. In rugged terrain and trees, or during impacts at high sink rate, an extended gear would definitely have a protective effect on the cabin area. However, this advantage has to be weighed against the possible side effects of a collapsing gear, such as a ruptured fuel tank. As always, the manufacturer’s recommendations as outlined in the AFM/POH should be followed. When a normal touchdown is assured, and ample stopping distance is available, a gear-up landing on level, but soft terrain or across a plowed field may result in less airplane damage than a gear-down landing. [Figure 17-3] Deactivation of the airplane’s electrical system before touchdown reduces the likelihood of a post-crash fire. However, the battery master switch should not be turned off until the pilot no longer has any need for electrical power to operate vital airplane systems. Positive airplane control during the final part of the approach has priority over all other considerations, including airplane configuration and checklist tasks. The pilot should attempt to exploit the power available from an irregularly running engine; however, it is generally better to switch the engine and fuel off just before touchdown. This not only ensures the pilot’s initiative over the situation, but a cooled-down engine reduces the fire hazard considerably.

Attitude and Sink Rate Control

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The most critical and often the most inexcusable error that can be made in the planning and execution of an emergency landing, even in ideal terrain, is the loss of initiative over the airplane’s attitude and sink rate at touchdown. When the touchdown is made on flat, open terrain, an excessive nose-low pitch attitude brings the risk of “sticking” the nose in the ground. Steep bank angles just before touchdown should also be avoided, as they increase the stalling speed and the likelihood of a wingtip strike.