Forced Landings; Landing Without Elevator Control - Cessna 1980 172RG Cutlass Pilot Operating Handbook

SECTION 3
EMERGENCY PROCEDURES

FORCED LANDINGS

If all attempts to restart the engine fail and a forced landing is
i mminent, select a suitable field and prepare for the landing as discussed
in the checklist for Emergency Landing Without Engine Power.
Before attempting an "off airport" landing with engine power availa-
ble, one should fly over the landing area at a safe but low altitude to inspect
the terrain for obstructions and surface conditions, proceeding as
discussed under the Precautionary Landing With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy objects located
in the baggage area and collect folded coats for protection of occupants'
face at touchdown. Transmit Mayday message on 121.5 MHz giving
location and intentions and squawk 7700 if a transponder is installed.
Avoid a landing flare because of difficulty in judging height over a water
surface.
In a forced landing situation, do not turn off the avionics power and
master switches until a landing is assured. Premature deactivation of the
switches will disable the encoding altimeter and airplane electrical sys-
tems.

LANDING WITHOUT ELEVATOR CONTROL

With airspeed below 130 KIAS, simultaneously select gear down and
10° flaps. Trim for horizontal flight with an airspeed of approximately 70
KIAS by using throttle and elevator trim control. Then do not change the
elevator trim control setting; control the glide angle by adjusting power
exclusively.
At flareout, the nose-down moment resulting from power reduction is
an adverse factor and the airplane may hit on the nose wheel. Conse-
quently, at flareout, the elevator trim control should be adjusted toward the
nose-up position and the power adjusted so that the airplane will rotate to
the horizontal attitude for touchdown. Close the throttle at touchdown.
FIRES
Although engine fires are extremely rare in flight, the steps of the
appropriate checklist should be followed if one is encountered. After
completion of this procedure, execute a forced landing. Do not attempt to
restart the engine.
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CESSNA
CESSNA
MODEL 172RG
MODEL 172RG
The initial indication of an electrical fire is usually the odor of burning
insulation. The checklist for this problem should result in elimination of
the fire.
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight, the directional
indicator and attitude indicator will be disabled, and the pilot will have to
rely on the turn coordinator if he inadvertently flies into clouds. The
following instructions assume that only the electrically-powered turn
coordinator is operative, and that the pilot is not completely proficient in
instrument flying.
EXECUTING A 180° TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan should be
made to turn back as follows:
1. Note the compass heading.
2. Note the time of the minute hand and observe the position of the
3. When the sweep second hand indicates the nearest half-minute,
4. Check accuracy of the turn by observing the compass heading
5. If necessary, adjust heading primarily with skidding motions
6. Maintain altitude and airspeed by cautious application of elevator
EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 180° turn, a
descent through a cloud deck to VFR conditions may be appropriate. If
possible, obtain radio clearance for an emergency descent through clouds.
To guard against a spiral dive, choose an easterly or westerly heading to
minimize compass card swings due to changing bank angles. In addition,
keep hands off the control wheel and steer a straight course with rudder
1 July 1979
1 July 1979
sweep second hand on the clock.
initiate a standard rate left turn, holding the turn coordinator
symbolic airplane wing opposite the lower left index mark for 60
seconds. Then roll back to level flight by leveling the miniature
airplane.
which should be the reciprocal of the original heading.
rather than rolling motions so that the compass will read more
accurately.
control. Avoid overcontrolling by keeping the hands off the control
wheel as much as possible and steering only with rudder.
SECTION 3
EMERGENCY PROCEDURES
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