Figure 8-1. ELP

T-34C CONTACT

CHAPTER EIGHT

EMERGENCY LANDING PATTERN (ELP)

CHECK

ALTITUDE

AIRSPEED

PPEL

HAPL

POSITION

POINT

CONFIG

1. High Key

2500 feet AGL

100 KIAS

Gear DOWN

*Gear UP

WTD abeam

Flaps UP

Flaps DOWN

intended point of

landing

runway heading/

aligned with landing

direction

wings level

2. Crosswind

Approx. 2000 feet

100 KIAS

Gear DOWN

Gear UP

Crossing the landing

AGL

Flaps UP

Flaps DOWN

line

3. Low Key

Approx. 1200 feet

100 KIAS

Gear DOWN

Gear UP

⅔ WTD abeam

AGL

Flaps UP

Flaps DOWN

intended point of

landing

4. 90

600 800 feet

100 KIAS

Gear DOWN

Gear UP

Perpendicular to

AGL

Flaps DOWN

landing line; halfway

between low key and

final

5. Final

90/95 KIAS

As appropriate

(*) Gear will be down and flaps up at high and low key for the HAPL/LAPL if conducted to a prepared surface. Flaps will

be lowered no sooner than low key (when the field is made).

(**) For the PPEL, the flaps will be lowered when the field is made but no sooner than low key. If below altitude, get back

on the profile prior to lowering the flaps.

Figure 8-1 ELP

NOTE

The intended point of landing is within the first onethird of

runway or field (on centerline if applicable).

The most important factor in the ELP is to fly your checkpoints (altitude, airspeed, heading and

position over the ground) (Figure 8-2). This is accomplished through a good VFR scan.

Check outside to reference the aircraft's position. The aircraft's position may be off as a result

of poor planning, imprecise basic airwork, or current wind conditions. Check inside for

airspeed, altitude, heading, and engine instruments. Make all corrections smoothly and

expeditiously.

An important consideration when choosing the landing site and direction is the wind

conditions. While landing "into" the wind is an important goal, a larger/longer landing site

should not be sacrificed just to be perfectly aligned with the wind (generally, a headwind

component is the goal). Attempt to set up the ELP to take advantage of headwinds and

maximize landing distance. Lessons learned from T-34C forced landings have emphasized that

once in ground effect, the T-34C will continue to fly (float in ground effect) for a good

distance while the excess energy is being dissipated.

EMERGENCY PROCEDURES 8-3