Undo What You Did
Asymmetric flaps is the best example of 'Undo what you did" type of emergency. Get all the flaps off if you can. Balance them if you can. Most aircraft can be flown with asymmetric flap setting if the speed is reduced and full aileron deflection is used. Only in the very worst of crosswinds will control become a serious problem Don't hesitate to go-around with an asymmetric flap setting. Going around is always better than uncontrolled contact with the ground.

Engine failures close to the ground; lower the nose to maintain best glide speed, fly into the wind and use the structure of the aircraft to absorb impact. The cockpit structure of a light aircraft is designed to withstand 9 times the force of gravity. If you are belted in tightly enough so as not to bounce off the sides of the cockpit you are in a survival situation if you can make ground impact slow enough. Deceleration at 35 knots impact speed takes six feet for 9-G force. 87 knots takes almost 40 feet. For this reason alone turning back to a runway is not a good idea.

One possible engine failure is caused by engine flooding, (too much gas) due to stuck carburetor-float.  Happened to me on takeoff at 800' in the Ozarks.  Pulling the mixture caused the engine to restart.  Lucky is another way to grow old.

Emergency Field
Once you are in an engine failure situation, get to the best L/D speed. The lift over drag speed is the speed that gives the best performance in time and distance when the engine is not functioning in no wind conditions. You are a glider, a poor glider. Most trainers glide at a 10:1 ratio. You move forward ten feet for every one foot of altitude. To penetrate a headwind add half of the estimated wind velocity to your gliding airspeed. A spiral descent will allow you to make wind adjustments that a committed straight-in will not. Given the choice, spiral over your chosen landing site.  Full nose-up trim without flaps
will get you close to the best engine-out glide speed.

A wide-long field is preferable to short-narrow. Into the wind decreases ground impact speed. Uphill is better than downhill. Slope is difficult to judge from the air. If you can determine a slope, assume the slope is much greater than it appears. Any obstruction to the approach end of the field will cause a loss of useable landing distance ten times greater than its height.

Taking gliding lessons will make you a much more assured pilot in an emergency. An airplane without an engine is just a low performance glider. Knowing just how low your glide performance is (See POH) will enable you to select routes and altitudes that allow desirable options. You want to be able to make a power-off glide to a safe landing. Any excess altitude gives us the option of stopping the propeller. This is done by slowing to stall speed and using the starter to place the prop horizontal. The increase in glide performance will vary aircraft type to aircraft type. A stopped propeller can improve the L/D ratio to as much as 12:1. The time and distance gained may make the critical difference.

Running out of Options
Hit things after you slow down. Hit what ever you hit from straight on rather than sliding sideways. Your belts provide the best protection that way. Prepare the cockpit, seat back, belts tight, and head impact area covered. Prepare the aircraft, fuel off, electric off, and door jammed open.

Glide
The POH has a chart for the C-150 that shows the gliding distances from various altitudes. These distances are in no-wind conditions and a wind milling propeller. This glide distance is based on gross weight and a best lift/drag indicated airspeed. As indicated above stopping the propeller may extend the glide.

The checkride will include an emergency landing. Always fly while doing the 'what if' that means an immediate landing. In any simulation the best field will be on the instructor's side, underneath you and out of sight. You will be much better able to plan your 'accident' from above than off in the distance.

There are some times when the indicated airspeeds are to be adjusted for conditions. You should increase the glide speed by about 1/3 of the wind velocity when gliding into a headwind. You should slightly decrease the glide speed when gliding with a tailwind. A lower weight will allow a slower airspeed and potentially greater distances. Every one percent below gross weight means that published approach and maneuvering speeds can be reduced by .5 percent. Make a chart for your current aircraft and compare speeds solo to gross.

By taking a 200 pound instructor out of a 1600 pound gross weight C-150 you have reduced the weight by 12.5%. For every one percent we can reduce the speed by .5 percent. For every two percent we can reduce the speed by one percent. Thus, 12.5% reduction in weight allows a speed reduction of about 4 knots. The approach speed of a 1400 pound C-150 would be at 54-knots instead of 60 knots. This is an advantage in landing. The gross maneuvering speed would be 91 knots instead of 95 knots. This is a disadvantage in turbulent air but necessary. Light planes bounce more than heavy planes.

Emergency IFR
1. A. Never enter IFR from VFR.
1. Maintain control. This will be easier if you are skilled at trimming and controlling your aircraft with a light touch.
2. Make a standard rate 180 to reverse your direction. Stay light on the controls.
3. Place your total reliance on the instruments. Ignore outside sensory input from your eyes, ears, or body. Be gentle on the controls.
4. Use the Attitude Indicator for pitch and bank. Be gentle.

Emergency CHECKLIST
Trim  for 60 Pre-crash
Field & Wind Seats/belts/
Window/doors
Super tighten belts
Cockpit storage
Crack doors-prevent jamming

Restart
- Fuel/Pump Fuel off Shut off fuel & electric
- Mixture Electrical off
- Throttle
- Mags
Flaps/only when field made

7700 sets off alarm bells at radar facilities.
Radio Avoid passing thorough 7700 unintentionally.
7700 - 121.5 Every thing broadcast on 121.5 should be
<MAYDAY><AIRCRAFT> repeated three times. This tends to slow
<LOCATION><PROBLEM> your speech down but gives greater clarity
<INTENT> and understanding.

Emergency Communications
"Mayday MAYDAY MAYDAY
Cessna 618 Cessna 618 Cessna 618
Two southeast Cordelia two southeast
Cordelia two southeast Cordelia
Engine failure engine failure
engine failure planning Garibaldi airport
planning Garibaldi airport planning
Garibaldi airport

The use of a checklist will help keep the procedure required by given information in an orderly sequence. Unfortunately, when overload occurs the pilot who is unconditioned to the use of the checklist will break the orderly sequence and begin to neglect the checklist. All too often the checklist is the first thing to go. Under stress and heavy workload it is very easy to overlook a critical item.

Successful Crashing
When you have an engine problem necessitating an emergency landing you are just as likely to be faced with a partial power situation as with a power out situation. Fact is, you are far more familiar with the partial power problem because most landings are made with partial power at least until the flare or touchdown. We seldom practice power-off landings.

I suggest that power-off landings become a regular practice procedure any time you have a runway of a length sufficient for you to select a displaced threshold as your touchdown target. For practice, it pays to take this precaution. From a normal pattern, close the throttle and see how well you can dead-stick to the runway. It is best to defer flap application
until you have the runway made. Do this exercise in a variety of situations with special emphasis on unexpected winds. Glide range can be extended by flap removal if you have sufficient altitude for the sink that will initially occur.

An important element of the practice is using everything but power to correct any judgmental mistakes. Learn to adjust your base leg as well as your use of flaps. At strange airports use OWLS to make sure the exercise takes into consideration obstructions, wind, length and slope. Any vertical obstruction that you must overfly will require TEN times as much distance to touchdown as the obstacle height. When dealing with an unknown wind always select the longest area available.

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