the airport, smoke from factories or houses, dust, fi res, fl ags, ripples on water surfaces, and windmills. 

Once a field has been selected, the student pilot should always be required to indicate it to the instructor. Normally, the student should be required to plan and fly a pattern for landing on the fi eld first elected until the instructor terminates the simulated emergency landing. This gives the instructor an opportunity to explain and correct any errors; it also gives the student an opportunity to see the results of the errors. However, if the student realizes during the approach that a poor field has been selected—one that would obviously result in disaster if a landing were to be made—and there is a more advantageous field within gliding distance, a change to the better field should be permitted. The hazards involved in these last-minute decisions, such as excessive maneuvering at very low altitudes, should be thoroughly explained by the instructor. Steep approaches, varying the position of the base leg, and varying the turn onto final approach should be stressed as ways of correcting for misjudgment of altitude and glide angle. 

Eagerness to get down is one of the most common faults of inexperienced pilots during simulated emergency landings. In giving way to this, they forget about speed and arrive at the edge of the field with too much speed to permit a safe landing. Too much speed may be just as dangerous as too little; it results in excessive floating and overshooting the desired landing spot. It should be impressed on the students that they cannot dive at a fi eld and expect to land on it if it is short. 

During all simulated emergency landings, the engine should be kept warm and cleared. During a simulated emergency landing, the student should have control of the foot throttle and the instructor should have control of a second throttle. The instructor should tell the student to increase the throttle when needed, but the instructor should be ready with the second throttle in case the student does not apply it as required. 

Every simulated emergency landing approach should be terminated as soon as it can be determined whether a safe landing could have been made. In no case should it be continued to a point where it creates an undue hazard or an annoyance to persons or property on the ground. 

In addition to flying the aircraft from the point of simulated engine failure to where a reasonable safe landing could be made, the student should also be taught certain emergency flight deck procedures. The habit of performing these fl ight deck procedures should be developed to such an extent that, when an engine failure actually occurs, the student checks 

the critical items that would be necessary to get the engine operating again while selecting a field and planning an approach. Combining the two operations—accomplishing emergency procedures and planning and flying the approach—is difficult for the student during early training in emergency landings. 

There are definite steps and procedures to be followed in a simulated emergency landing. Although they may differ somewhat from the procedures used in an actual emergency, they should be learned thoroughly by the student and each step called out to the instructor. The use of a checklist is strongly recommended. Most aircraft manufacturers provide a checklist of the appropriate items. 

Critical items to be checked should include the quantity of fuel and the position of the magneto switch. Many actual emergency landings could have been prevented if the pilots had developed the habit of checking these critical items during flight training to the extent that it carried over into later fl ying. 

##  Faulty Approaches and Landings 

##  Low Final Approach 

When the base leg is too low, insufficient power is used, or the velocity of the wind is misjudged, sufficient altitude may be lost, which causes the aircraft to be well below the proper final approach path. In such a situation, the pilot would need to apply considerable power to maintain or gain altitude as required to fly the aircraft (at an excessively low altitude) up to the runway threshold. When the proper approach path has been intercepted, the correct approach attitude should be reestablished, the power reduced, and a stabilized approach maintained.  [Figure 11-36]  Do not increase the pitch attitude without increasing the power since the aircraft decelerates rapidly and may approach the critical AOA and stall. If there is any doubt about the approach being safely completed, it is advisable to execute an immediate go-around. 

##  High Final Approach 

When the final approach is too high, perform a steep approach as required for the height above the landing spot. Refer to the steep approach section earlier in this chapter. 

##  Slow Final Approach 

When the aircraft is flown at slower-than-normal airspeed on the final approach, pilot determination of the rate of sink (descent) and the height of roundout is difficult. During an excessively slow approach, the wing is operating near the critical AOA and, depending on the pitch attitude changes and control usage, the aircraft may stall or sink rapidly and contact the ground with a hard impact. 

