Peter's Flight Log

For the definition of forced landings, and details about the procedures and checklists, check Flight 33. Last week, when I practiced forced landings for the forced time, the conditions were ideal so that I could practice the handling of the airplane after engine failure, having already selected a landing target.

In this flight, I used VH-JBC. I had not flown this airplane since February because it was grounded due to an RPM gauge issue. It took a few months to locate and install a replacement gauge. I'm very glad this plane is back. It was the first plane I flew in January 2023. It also means that bookings will be a bit easier, now that both AHH and JBC are available.

The plan

In today's lesson, the realism would be up by a notch. I could not pre-select a field, because I didn't know when I'd loose the engine. I also didn't know at which altitude simulated engine failure would happen.

The plan was to fly at the training area near the new Western Sydney airport, and fly at around 3000 feet. The instructor would set engine to idle to simulate engine failure, and then I would respond like this:

1. Acknowledge that the engine had "failed".
2. Complete the CFM checklist.
   
3. Select a suitable field by applying the WOSSSSS checklist.
   
4. Brief the passengers.
   
5. Radio Mayday.
   
6. Complete the FMCOST checklist.
   
7. Aviate throughout this process, approach the field safely, and simulate landing.
   
8. At 800 feet, apply full throttle and climb to 3000 ft to try again.
   

The flight

In the FlightRadar24 screenshot (right column) I have marked the locations of the practiced forced landings, and used colored labeles to mark the outcome. Yellow is good, red is bad.

Before the flight, I had a converstation with Angela, one of the Scout pilots who was there for a 90-day checkride. She advised me to be careful not to change my landing target selection after I have commited, as this usually concludes to failure. Chad told me the same thing.

So what did I do in attempts 2 and 3? I changed my landing targets!

I did feel that I had no choice but change the targets. In both cases, I was too high, and so I had to push the target further out. However in both cases, the solution would be to simply fly a bit longer downwind (in attempt 2) or make a wider turn to final in attempt 3. In both cases, I had plenty of altitude to make the taget safely, with proper use of this altitude plus flaps.

Of course, that is easier said than done. The airplane's sink rate feels different at low altitudes (say, below 1000 feet) than it does at 3000 feet. Part of this training is for the student to becaome acustomed to gliding in such emergencies, and be better able to understand how glide range, wind, and manuevering work together in a high-stress situation such as an engine failure.

Aside from the "change of mind" issues, I feel that I performed the rest of the exercise well. CFM and FMCOST, the briefings and mayday calls were good considering it is my first time practicing. I did make use of a written checklist that I attacheed to my kneepad (see photo on the right).

Another thing I learned today was that it is OK to delay my inbound call if I am not ready. I can buy time by doing an orbit. Today, after completing the fourth practiced forced landing, we turned towards Bringelly, an inbound reporting point for Camden. However, as we were to close to Bringelly, I didn't have enough time to check ATIS and switch the transpoder code. So, Chad advised I should do an orbit. I checked for traffic and initiated a 360° turn, which gave me over a minute to listen to ATIS, and change the transponder code to 3000. You can see the orbit below the "4" arrow in the Flightradar24 screenshot. Of course, I must remember that Bringelly is a reporting point and can get busy, so I must be very careful orbiting near there (or anywhere like that).

Debrief and issues to fix

• PFL1: Once I have commited to a forced landing site, do not change. Manage the aircraft flight path to ensure that I can safely land on that specific site.
  
• PFL2: After the conclusion of the PFL execise, use right rudder to counteract the forces from the propeller at full throttle (adverse yaw) while climbing. Without rudder input, this yaw can lead to an uncoordinated flight which is always dangerous, but more so in low altitudes.
  
• Landing: At landing, my pitch was too low, risking touchdown with the front wheel first. Chad intervened to correct the pitch at the last moment. I must be careful to (1) not approach in such steep angles, and (2) to initiate the roundout sooner so that the airplane has time to react. The goal is to touchdown with the main wheels first.
  

What is adverse yaw?

At full throttle during a climb, the Cessna 172 experiences a significant yawing moment to the left due to the combination of engine torque, P-factor, slipstream effect, and gyroscopic precession. Without rudder input, this yaw can lead to an uncoordinated flight.

Uncoordinated flight happens when the airplane is not be aligned with its flight path, causing a side-slip or skid. This increases drag and reduces climb performance, making the ascent less efficient and potentially unsafe.

In extreme cases, particularly during a steep climb, failing to use the rudder can lead to a stall and subsequent spin entry. If the aircraft stalls in an uncoordinated state, one wing can drop more quickly than the other, initiating a spin. Recovering from a spin at low altitudes can be very challenging and dangerous.

How to deal with adverse yaw

To address adverse yaw, the pilot must be ready to compensate the aircraft's tendency to yaw to the left. To counteract this yaw, apply right rudder pressure. The amount of rudder needed can vary based on the aircraft's power setting, climb angle, and airspeed.

Use the turn coordinator's ball indicator (or slip-skid indicator) to ensure coordinated flight. The ball should be centered, indicating that the airplane is not slipping or skidding. Continuously adjust the rudder input to keep the ball centered. As the airspeed increases during the climb, the amount of right rudder required may change. Keep a steady pressure on the right rudder pedal during the climb. Small adjustments will be necessary to maintain coordination.