I've heard this often discussed - whether or not making an energency landing on a road would be a good idea or not. I'd be interested in hearing opinions from our forum members; and especially if CFIs are addressing the pros and cons of such a decision.

Plane hit by 3 cars after Calif. freeway landing - Yahoo! News

USMCFLYR

 

I teach what to do based on the prevailing circumstances and try to get the student to think about the entire issue, not just memorize a procedure but actually think about the fact you can lose your engine anytime and anywhere when you are flying an airplane. The geography in the US varies so much I would say that the main criteria to consider is whether you have any options besides roads and airstrips at all. Landing on a busy highway is usually fairly low in the matrix of options, but if you have rocks and water on all sides, then maybe it's worth a try. In day VFR it's best to land in a field beside the highway, if there is one, because there are power lines and cars on the road itself. If the highway is one that is not very busy and it looks to be clear of power lines as some rural divided highways do, then go ahead and have that. Night is a whole other ball game, I would never land on a road at night because you stand a much better chance of wrapping the airplane up in the power lines. I would opt for dirt near a lighted area in that case.

One of the things I see is often missed is how to calculate gliding distance. The lift to drag ratio for any airplane can easily be used ot figure out how far you are going to go before hitting dirt. For example, in an airplane that has a 10 to 1 lift-to-drag ratio, and loses an engine at 10k ft. above ground, for every thousand feet of downward travel you get ten times that in forward travel. So, 100k ft. forward travel divided by 6,100 ft per nm gives about 16 miles of glide. This is a quick way to estimate what your options really are.

 

I absolutely agree that there is not one answer for every situation. In my community we like to answer any question we don't know the answer too with "it depends on the tactical situation"


I had a situation once on my pre-solo checkride where I was faced with that decision (simulated thank goodness). I was flying out of Corpus Christi, TX down over the King Ranch area and my IP gave me a Low Altitude Power Loss (LAPL) and I was right next to a long, long, long stretch of deserted highway. I turned to set up myself for the approach to the road. My IP obviously wanted me to go with one of the fields to the east. We knocked it off and set it up again with me this time picking out an open field and completing the approach.

After the flight he told me that he still had reservations about my initial move to the road on the LAPL. I told him that if he passed me and I soloed the next day and had a power loss in the same situation that he should come looking for me on the road (in a respectful manner of course!) Luckily for me - he passed me and I had an uneventful solo the next day. Ah the memories of Primary Flight Training..........

Thanks for the input Cub.
Spot on as usual.

USMCFLYR

 

Wonder what the lift to glide ratio is for an F-16? That's a single engine bird and it would have to be a fairly low ratio, I am guessing 6 to one. I am sure they are trained to think fast at low altitude in those airplanes when the engine quits. Most other jets you have two engines so it's not as much of a possibility to lose both, although it does happen.

 

Plenty of former/current F-16 pilots on the forum here. Maybe one will pipe up. There is a classic HUD video/radio calls of the flameout and the successful landing of an F-16 in the midwest (I think) somewhere. Excellent job by the pilot and his wingman.

USMCFLYR

 

I see roads being an option for only small aircraft. I can't imagine trying to do this in a heavy. But, if you had no other options, it has to be better than landing in trees, rough terrain, or buildings.

This thread reminds me of 405: The Movie

hahah

 

Years ago, while I was still in the Air Force (non-rated), I took my pop, may he RIP, up for a scenic out of North Myrtle Beach, SC. I started losing power less than 200agl after takeoff in a Warrior II and noticed the oil pressure rapidly dropping to 0. There was nothing in front but tall Pines and a jam packed parking lot at the Barefoot Traders.

I have always been taught that you land straight ahead, but that was death and dismemberment. I did have partial power when I initiated the turn back to the field, but the prop seized maybe 20 deg into the turn. I continued a 180, to line up to ditch in the Intracoastal, radioed, and started getting set up. That's when I noticed a small square opening in the woods at the back of the golf course adjacent the airport. I figured I could just make it and get slowed enough to minimize injuries. I got her around almost 270 deg and came in just over the trees, got her down and pointed into a clear spot I had not seen from the air. We managed to stop without hitting anything or bending metal.

My point is that I agree - every situation will be unique - and you had better "do that pilot sh*t" and be fortunate enough to fly the airplane right and make the decisions that, with luck, get you down safely.

Oh, and firetrucks are really bad for golf courses.

 

Sometimes a road is all you got. The cars need to move....

 

Usually they won't...they are not scanning the sky.

Roads are flytraps...they look good from a distance, but often have fences, lightpoles, powerlines, or other obstructions which will guarantee a cartwheel or worse.

Fields are best. If you are in a totally built up area, another option might be the flat roof of a large warehouse or shopping center, it will probably hold the weigh of an ASEL...just aim between the AC units.

 

Interesting input about landing on the roof of a warehouse... I never really thought of that. Up north here, we always discuss the option of landing on a frozen lake in the wintertime, can't get much flatter than that.