Unlike the total power loss situations, POWER IS AVAILABLE and should be used to reach
high key, low key, and the runway at a paved field. Utilize maximum power (1015 ft-lbs.) if
the emergency is not related to the oil system or strong engine vibrations; if related, use 850
ft-lbs. torque. Climb at 120 KIAS. Realize that power may cease at any time, anticipating
forward stick to maintain flying speed should this occur. As stated earlier in this chapter, the
precautionary emergency landing will utilize the ELP profile (Figure 81).
TURN towards the nearest paved field.
For PPEL, turn towards the nearest manned outlying field designated
for PPEL. Realize that for actual conditions, you would land at the
best suitable field commensurate with altitude and gliding distance.
CLIMB if not within dead engine gliding distance of high key. Utilize maximum
power (1015 ft-lbs.) if the emergency is not related to the oil system or strong
engine vibrations; if related, use 850 ft-lbs. torque and 120 KIAS airspeed.
120 KIAS climb is used to afford increased forward visibility
in the training environment. For actual emergencies, airspeeds as
low as 100 KIAS may be used to increase rate of climb.
If weather conditions preclude a climb to within dead engine
gliding position, leave the power at 850 ft-lbs. or 1015 ft-lbs.
(whichever is applicable), and accelerate, remaining clear of clouds
until at a position from which you can descend and/or decelerate to
enter the ELP. Once a high key is "made," reduce power to 205 ft-
lbs. and maintain altitude as the airspeed bleeds off to 100 KIAS.
Approaching 100 KIAS, lower the nose to maintain 100 KIAS.
Anticipate forward stick to maintain 100 KIAS should the engine
lose total power. When climbing to a point within dead engine
gliding distance, do not lose sight of your field by turning the aircraft
away from it.
Landing Gear and Flaps - UP. CLEAN up the aircraft (Check gear and flaps
retracted. Report "aircraft clean").
Aircraft and Engine Instruments - CHECK. Check the cockpit systematically to
determine the nature of the problem, and for any secondary indications. Try to
ascertain the cause and functional status of the aircraft.
EMERGENCY PROCEDURES 8-15