Precautionary Landings - Nov 30

We started today with a 30 minute briefing, where we went through the Precautionary Landing methodology. Then, out to pre-flight, and off north to the practice area.

I started with a short-field take-off: Position as close to the end of the runway as possible, radio call "rolling", full nose-up elevator, full brakes, full power, check gauges to ensure full engine power has been realized, release brakes, relax elevator, rotate at usual speed (44KIAS), initial climb at Vx (57KIAS) until obstruction is cleared, then climb out at Vy (68KIAS), then flaps to cruise and climb at 75KIAS.

North towards the practice area only to see a bank of low-lying cloud due to the unfrozen Ottawa River delivering moisture into the below-zero air - but we found a corner of the practice area which was clear sky, and met the lateral cloud-distance requirement.

When practicing precautionary landings:

• Be a nice guy - do one practice landing only per field, rather than buzzing the same farmer all day.
• Make an informational radio call, as one normally already does periodically in the practice area.
• Stay away from livestock, or any disruption of farming activities. Absolutely avoid any buildings which are marked with the livestock symbol (yellow and black marking on the roof).

Precautionary Landings are all about the choices, setup, and careful COWLS examination of the candidate landing area.

• From altitude - survey the general area, determine the wind direction (or best guess from whatever tell-tales, ATIS, history, ground-track or the GPS will tell you). Select a candidate field (you want to land into the wind if at all possible, hence the determination of wind direction first).
• Brief your passengers. Seats locked in the upright position, tray tables stowed, secure any loose items, sharp items out of pockets, etc.
• Enter the circuit as one always does. Descend to 1000' AGL, and fly a downwind track after entering from the mid-left or the straight-in. Perform the pre-landing checklist. Abeam the threshold reduce power, start losing airspeed and start deploying flaps. Turn base at the usual point, full flaps, slow to the usual approach airspeed (60KIAS), but maintain 1000' AGL rather than descending, turn to upwind.
• Fly an inspection pass along the length of the chosen field, from circuit height and distance along the upwind side. Perform the COW part of the COWLS check.
• At the end of the landing area perform a recovery - full power, retract flaps in stages, maintain 1000' AGL, turn crosswind and then downwind.
• On the downwind track a second time, perform the pre-landing checks a second time. Abeam the threshold start losing airspeed and start deploying flaps. Turn base, flaps to landing, slow to final approach speed (60KIAS), descend to 500' AGL, turn to upwind.
• Maintain 500' AGL and 60KIAS along the upwind. Time the duration of the flight along the upwind track to get a landing zone length. Perform the LS part of the COWLS check.
• At the end of the landing area perform a recovery - full power, climb to 1000' AGL, flaps to cruise. Turn crosswind and then downwind.
• On the downwind track a third time, perform the pre-landing checks a third time. Issue the PAN PAN radio call.
• Abeam the threshold, start the regular landing sequence. Start losing airspeed, start deploying the flaps, turn base, flaps to full, speed to 60KIAS, turn final.
• Perform the landing. Perform a short-field landing, soft-field landing, or (more likely), both.
• On a simulated precautionary landing do not descend below 500' AGL. Do a low&over along the field, and recover at the end.

The COWLS check:

• Communications - After landing there will be a requirement to communicate position and a requirement for help, so if at all possible one should land where communications are available.
• Obstructions - On the approach path (trees, communications lines, hydro poles), in the landing area (ditches, hay bales, livestock), and in the climb-out (in case of overshoot, or if you plan to fly the aircraft out of the field).
• Width and Wind - Confirming the direction of the wind, and ensuring that the landing area is of sufficient width. A major issue with landing on most roads in this area is that they are not wide enough, they have wires criss-crossing them constantly, they have 3000lb hunks of metal on them that are not expecting an airplane to join them, and there are all sorts of low-level obstructions right on the side of the road (signage, mailboxes, fence posts, etc). Generally, landing on a road is a great idea from a surface perspective, and a rotten idea due to obstructions and width.
• Length - Making sure the field is long enough. This is a precautionary landing, not a forced landing, so there is no excuse to select a field and then crash into a fence at the far end. Use a timer to measure the length... 60KIAS is (close enough to) 1 nautical mile per minute, or 6080 feet per minute, or 100 feet per second. If the field is 12 seconds long then it meets the minimum length requirement for the plane I fly.
• Surface - Big obstructions (hay bales, cows) can be checked from 1000' AGL, but at 500' AGL one wants to carefully check the surface for ditches, depressions, piles of rocks, firmness, etc. If a crop is growing in the field then the height of the crop is of interest (a sod farm is perfect, freshly mown hay is great, 6-foot corn will ground loop you).

Returning to the airport the wind was variable and all over the place. We were expecting runway 10 (the same runway we took off from), but the windsock favoured 28. I crossed over the airport and descended and joined the circuit straight-in, got in too close and couldn't get down in time so we flew a low&over, and found the wind had switched back to runway 10. So we climbed back to circuit height, did a runway change, and landed.

Time: 1.1 Dual
Landings: 1

The instructor made a notation in my Pilot Training record (PTR) that I am now authorized to fly solo to the practice area.