5.18. Emergency Landing Patterns (ELP). The ELP is a 360-degree pattern designed to position the aircraft for landing when the possibility of a power loss exists, power is not available, or only partial power is available. If an engine failure or malfunction in flight requires an ELP, a thorough understanding of T-6 flight performance, emergency procedures, ELPs, and ejection system capabilities, is critical in the decision to eject or attempt an ELP. An ELP might be warranted for a fire warning in flight, engine failure (after takeoff or during flight), or any indication of impending engine failure or unusual engine operation. If there is any doubt about engine performance or there is benefit to remaining in the ejection envelope longer, consider recovering via an ELP. The time available to decide whether to recover via ELP or eject depends on the phase of flight and the severity of the engine malfunction. In the event of an actual engine failure, time available can range from a few seconds (e.g., engine failure on takeoff) to over 20 minutes for a high-altitude power loss (HAPL). Figure 5.4. provides a graphic depiction of factors affecting the decision to continue an ELP attempt or eject. ELPs are only flown to suitable landing areas (e.g., hard surface runway, taxiway, underrun, or overrun) of sufficient length. Landing on an unprepared surface should only be attempted if ejection is not possible.

pp. 80-81

5.18.1. ELP Types. There are two types of actual ELPs: the forced landing (FL) and precautionary emergency landing (PEL). The primary difference between the two is the availability of power. The ELP profile depicted in Figure 5.6 is used for both the FL and PEL. The FL is flown with the engine inoperative (no power) and the PEL is flown with power available, although engine failure may be imminent or power available may be less than normal. For training, simulate a feathered prop (propeller blades parallel to the airflow) on simulated forced landings (SFLs) by setting 4-6 percent torque. Likewise on a PEL, when the aircraft is established on proper energy profile, fly the maneuver with 4-6 percent torque. If flown correctly, the FL and PEL look the same.

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5.18.2. ELP Operational Risk Management

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5.18.2.1. FL.

p. 81

5.18.2.1.1. In an actual engine failure scenario, the methodology to descend below the minimum controlled ejection altitude employs the use of the acronym ORM 3-2-1.

p. 81

5.18.2.1.2. ORM 3-2-1 means that with an engine malfunction requiring a FL, T-6 aircrews will not descend below 2,000 feet AGL unless they are (O) on profile for the field of intended landing, with the (R) runway in sight, and in a position to safely (M) maneuver to land. Three hundred feet AGL (3) is the point to make the final decision to continue or eject. (T-2) At 200 feet AGL (2), the gear will be confirmed and reported down, and at 100 feet AGL (1) the aircraft should be on centerline. (T-2)

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5.18.2.2. PEL.

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5.18.2.2.1. The recommended minimum ceiling for a PEL is also 2,000 feet AGL; however, ORM 3-2-1 is not applicable to PELs.

p. 82

5.18.2.2.2. In an impending engine failure or unusual engine operation scenario requiring a PEL with questionable weather, the inability to be clear of clouds by 2,000 feet AGL does not necessitate immediate ejection. Depending on actual weather conditions, a normal overhead, visual straight-in, or instrument approach may be flown as an alternate means of recovery.

p. 82

5.18.3. Initial Actions. Initial reaction to an engine-related malfunction at low altitude should be to trade excess airspeed for altitude (zoom) according to emergency procedures. If engine failure is suspected above 150 KIAS, initiate a zoom climb using a 2-G pull-up to a 20-degree climb angle until approaching 20 KIAS above the desired glide airspeed, then lower the nose to maintain the desired glide speed IAW T.O. 1T-6A-1. In order to avoid a stall, the pull force should be scaled relative to the combination of airspeed, altitude, and engine power available. At higher altitudes, the requirement to zoom or simply decelerate to glide speed is based on distance to the selected recovery field. The PEL checklist in the flight manual offers an organized approach to recovery with an engine malfunction, and some of the steps are equally useful for an engine failure in flight. A good memory aid for these steps (PEL checklist) is; “Turn, Climb, Clean, Check, and Boost Pump, Ignition, and Plan (BIP)”. Never sacrifice aircraft control in order to TCCC.

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5.18.3.1. Turn. Turn immediately to the nearest suitable airfield based on aircraft condition, weather, airfield conditions, altitude, and gliding distance available. In most PEL situations (CHIP light, low oil pressure, etc.), time is the most critical element. The longer the engine runs, the greater the chance for complete failure.

pp. 82-83

5.18.3.2. Choosing the Most Suitable Airfield. Pilot judgment may lead to selection of an airfield that is NOT necessarily the nearest. For example, a usable airfield with a less than 4,000-foot runway may be only a few minutes away, but the situation may warrant a longer glide or use of the engine longer to reach an airfield that is familiar or has a significantly longer runway, crash crew support, or medical assistance. In no case should the engine-out glide range for the nearer airfield be exceeded until the aircraft is within engine-out glide range of the desired field. Being at sufficient altitude to be able to make an airfield using an engine-out glide is referred to as “being on profile” or “being in the bubble”. Being on profile for a near airfield and climbing to be on profile for a further, but more desirable, airfield is called “bubble hopping”. Winds, weather, and the risks associated with remaining airborne for a longer period with potential aircraft problems all need to be weighed before making the decision to bubble hop. In most cases, landing with an operational engine is preferred to performing a forced landing.

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5.18.3.2.1. Factors for Consideration. In the event of engine malfunction or failure, there may be more than one airfield within glide distance.

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5.18.3.2.2. Select the most suitable based on these factors.

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5.18.3.2.3. Distance to airfield.

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5.18.3.2.4. Terrain around airfield.

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5.18.3.2.5. Runway length, width, direction, and condition.

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5.18.3.2.6. Weather.

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5.18.3.2.7. Fire or rescue support.

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5.18.3.2.8. Emergency oxygen and electrical power supply. Time required for glide from high altitude with engine inoperative may exceed emergency oxygen supply.

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5.18.3.2.9. Threat to the public if aircraft must be abandoned.

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5.18.3.3. Distance Calculations. A VFR map, conventional NAVAIDs, GPS airfield, user- defined, and (or) terminal waypoints can be used when judging distance to the selected recovery airfield. The NRST function on the GPS is extremely helpful in providing accurate distance information. Two primary methods used to determine energy state relative to emergency airfields are:

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5.18.3.3.1. DME Method. A memory aid is “Half-DME + Key”.

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5.18.3.3.1.1. “Half-DME”. Determine distance to airfield (GPS NRST function). Divide distance by 2. (This is the minimum AGL altitude to reach the field via straight-in glide, no wind, in thousands of feet).

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5.18.3.3.1.2. “+ Key”. Add 3,000 feet (high key) or 1,500 feet (low key) to determine AGL altitude required to arrive at the desired key.

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5.18.3.3.1.3. Add field elevation to determine MSL altitude required (no wind).

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5.18.3.3.2. Altitude Method.

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5.18.3.3.2.1. Determine maximum glide distance: Subtract desired key altitude (3,000 feet for high key or 1,500 feet for low key) from current MSL altitude. Next, subtract field elevation. Finally, multiply this number by 2.

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5.18.3.3.2.2. This can be expressed as: (Current MSL altitude – desired key altitude – field elevation) x 2.

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5.18.3.3.2.3. Divide by 1,000 to determine maximum glide distance to desired key (no wind). (GPS NRST function).

p. 84

5.18.3.4. Climb. Climb to intercept ELP profile to recovery airfield using power or zoom if able. Climb (zoom) to trade excess airspeed (greater than 150 KIAS) for altitude and minimize turn radius. If not within engine-out glide distance of high key, use the highest suitable power setting and 140 KIAS to climb (best rate). Once altitude is sufficient to make high key, reduce power to 4-6 percent torque and trim for a 125-knot (minimum) descent. When climbing, do not lose SA or visual contact (if acquired) with the intended landing runway. When determining altitude required for an ELP, be sure to account for winds and required turns.

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5.18.3.4.1. The preferred method to gain energy is a climb; however, weather conditions may prevent a climb to the required altitude. If unable to climb due to clouds, icing, etc., increase energy by accelerating to a higher airspeed. Remain clear of clouds until in position to descend and (or) decelerate to enter the ELP.

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5.18.3.4.2. Ten knots of extra airspeed can be traded for approximately 100 feet of increased altitude. For example, 175 KIAS and 6,000 feet is approximately the same energy level as 125 KIAS and 6,500 feet.

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5.18.3.4.3. Ten knots of extra airspeed can also be traded for approximately 1,000 feet of horizontal distance using level deceleration with a feathered propeller (or 4-6 percent torque). For example, a level deceleration from 185 KIAS to 125 KIAS yields approximately 6,000 feet (or 1 nm) of forward travel.

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5.18.3.5. Clean. Clean up the aircraft by immediately raising landing gear, flaps, and speed brake (as appropriate for the emergency). Retraction may not be possible if the engine fails. Remember that excess drag inhibits the climb and greatly reduces gliding range. At optimum glide airspeeds, the drag of extended landing gear reduces the glide ratio (NM divided by 1,000 feet of altitude) from 2:1 to 1.5:1.

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5.18.3.6. Check. Check the aircraft systematically. Look at all indications including instruments and additional signs of impending aircraft or engine failure. Continue analyzing the situation and take the proper action while intercepting or maintaining the ELP profile.

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5.18.3.7. Boost Pump, Ignition, and Plan (BIP).

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5.18.3.7.1. Turn boost pump and ignition switches on (as required) for fuel related malfunctions.

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5.18.3.7.2. “Plan”. The above considerations and energy state should lead to one of four decisions:

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5.18.3.7.2.1. Intercept the ELP profile at or above high key.

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5.18.3.7.2.2. Intercept the ELP profile at a point other than high key with the appropriate configuration and airspeed.

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5.18.3.7.2.3. For FL scenarios, eject when it becomes clear that the aircraft cannot be recovered safely (ORM 3-2-1).

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5.18.3.7.2.4. With an engine malfunction, depending on actual weather conditions, a normal overhead, visual straight-in, or instrument approach is highly recommended as an alternate means of recovery.

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5.18.4. HAPL.

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5.18.4.1. Objective. Identify the nearest suitable airfield and safely maneuver the aircraft to intercept an ELP profile. Arrive at high key aligned with the landing runway. If high key cannot be reached, intercept profile at a point before low key. Make a timely decision to continue or terminate the ELP and eject.

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5.18.4.2. Description. Loss of power at any altitude above high key altitude.

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5.18.4.3. Airspeed. Maintain 125 KIAS minimum clean or 120 KIAS minimum with landing gear.

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5.18.4.4. Power.

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5.18.4.4.1. SFL. 4-6 percent torque (simulates PCL off).

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5.18.4.4.2. PEL. Adjust as required until on profile, 4-6 percent torque once on profile.

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5.18.4.5. Procedure. Maintain aircraft control and analyze the situation. Accomplish boldface procedures.

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5.18.4.5.1. Carefully manage energy to arrive at high key on altitude. Attempt to dissipate excess energy prior to high key to minimize disorientation and allow the profile to be flown normally.

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5.18.4.5.2. To lose energy, slip, S-turn, lower the gear early, or use a combination of all three. Another method to lose the excess altitude is to make 360-degree turns prior to high key. This is generally accomplished very near or directly over the intended landing destination. Approximate altitude loss for 360-degree turns:

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5.18.4.5.2.1. 30-degree bank - 2,000 feet.

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5.18.4.5.2.2. 45-degree bank - 1,500 feet.

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5.18.4.5.2.3. 60-degree bank - 1,000 feet.

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5.18.4.6. Glide Performance. A clean glide at 125 KIAS approximates best glide range. For no-wind planning, a clean aircraft (feathered prop or 4-6 percent torque set) at 125 KIAS should glide 2 miles for every 1,000 feet of altitude lost (2:1 glide ratio), with a VSI of approximately 1,350-1,500 fpm.

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5.18.4.6.1. Check the descent rate after setting 4- to 6-percent torque (clean configuration). If the VSI is greater than 1,500 fpm, increase torque to achieve a 1,350 fpm descent. If power is insufficient to achieve a descent rate less than 1,500 fpm, consider shutting down the engine to improve glide performance. If Np is less than 100%, traditional torque values are no longer a valid indicator of thrust. Crews need to find what torque (up to 131%) will give them a rate of descent of 1350-1500 fpm then utilize that torque during the PEL.

pp. 85-86

5.18.4.6.2. If time permits, use DME or GPS to confirm the actual glide ratio. Consider winds and required turns. Adjust the plan if actual glide distance varies from expected.

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5.18.5. Slips.

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5.18.5.1. Objective. Dissipate energy to achieve ELP profile while proceeding in a desired direction.

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5.18.5.2. Description. A slip is uncoordinated flight used to increase the sink rate and lose altitude with a constant airspeed and ground track.

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5.18.5.3. Procedure. May be used at any point in an actual ELP; however, it is potentially dangerous in a configured T-6 close to the ground. Use caution for greatly increased stall speeds in this uncoordinated flight condition exist. The slip must be taken out with enough altitude remaining (300 feet for training) to slow the rate of descent and ensure positive control of the aircraft during the final moments of the maneuver. Lower one wing and apply opposite (top) rudder pressure. Monitor airspeed closely and adjust nose attitude as necessary to maintain 125 KIAS (120 KIAS configured) (i.e., wing down, rudder up, and pitch for speed). Monitor the VSI and note the increased rate of descent. In a full slip, the rate of descent may be more than 2,000 fpm. As a guideline, keep the nose below the horizon in a full slip. During aggressive slips, a fuel low light may come on but should extinguish after the slip maneuver is terminated. If the pilot reverses the control inputs (opposite rudder and aileron), without first neutralizing controls to reverse the turn direction, the aircraft may depart controlled flight. Use extreme caution when reversing control inputs during slip maneuvers.

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5.18.5.3.1. Straight Ahead. Select a reference point on the horizon and adjust rudder pressure and (or) the AOB to keep the ground track on the point.

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5.18.5.3.2. Turning. Lower the inside wing while increasing opposite (top) rudder pressure. It is necessary to vary the AOB and rudder pressure to maintain the desired ground track.

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5.18.5.3.3. Recovery. Smoothly roll the wings toward level while reducing rudder pressure. The slip must be taken out with enough altitude remaining to slow the rate of descent and ensure positive control of the aircraft during the final moments of any maneuver in which it is used.

p. 86

5.18.6. GPS Use on HAPL/ELPs (Figure 5.5). The GPS can provide vital information, but do not sacrifice aircraft control or profile maintenance in an attempt to get GPS information that you do not need to safely recover the aircraft. Although the NRST function may provide quick information about an airfield, other resources such as the In-Flight Guide may also provide the required executable data.

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5.18.7. Flying an ELP.

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5.18.7.1. Objective. Safely land from high key or low key.

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5.18.7.2. Description. The ELP is a 360-degree pattern designed to position the aircraft for landing for an FL, SFL, or PEL. See Figure 5.6 and Table 5.2.

p. 87

5.18.7.3. Airspeed. Maintain 125 KIAS (minimum) clean or 120 KIAS (minimum) configured. A higher airspeed may be used while flying the ELP to increase drag and decrease energy, but caution must be used to adhere to gear and flap limiting speeds.

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5.18.7.4. Power.

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5.18.7.4.1. SFL. 4-6 percent torque. Do not adjust power throughout the profile unless safety of flight is jeopardized.

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5.18.7.4.2. PEL. Adjust power as required according to T.O. 1T-6A-1 until on profile. Set 4-6 percent torque when on profile.

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5.18.7.5. Procedures.

p. 88

5.18.7.5.1. Planning. The primary reference during an ELP is the runway. Cross-check energy level (altitude, airspeed) with position. Look outside to maintain or attain proper ground track. Predict energy level (altitude/airspeed) at known reference points (cross key, low key, base key, etc.) and anticipate required corrections.

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5.18.7.5.2. Energy Corrections.

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5.18.7.5.2.1. High Energy.

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5.18.7.5.2.1.1. For an (S)FL, correct for high energy by modifying ELP ground track, slipping the aircraft, and/or adding drag devices early (i.e., landing gear, flaps, etc.).

p. 88

5.18.7.5.2.1.2. For a PEL, correct with a power reduction or utilize any of the options applicable to an FL.

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5.18.7.5.2.2. Low Energy.

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5.18.7.5.2.2.1. For an (S)FL, correct for low energy by delaying landing gear or flap extension, intercepting the ELP at some point other than high key (e.g., low key, base key, or final), and (or) adjusting pattern ground track.

p. 88

5.18.7.5.2.2.2. For a PEL, use power to correct for a low-energy state as soon as it is recognized (if the severity of an actual engine malfunction allows). After correcting back to profile, reset 4-6 percent torque. Note: Emphasis should be on safely maneuvering the aircraft on proper profile and airspeed, versus precisely resetting 4-6 percent torque.

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5.18.7.5.3. Ground track management. Look outside to maintain or attain proper ground track. Position deviations can occur due to poor planning, imprecise aircraft control, or improper wind analysis. Trim throughout the ELP to minimize airspeed deviations. Make all corrections smooth and expeditious to avoid stall.

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5.18.7.6. High Key Placement.

p. 88

5.18.7.6.1. Offset Method. Use approximately one-quarter wingtip distance (WTD) displacement from the runway, away from the intended ELP turn direction. For example, if making a right turn out of high key, displace to the left of the runway approaching high key. Place the runway just above the canopy rail as an approximation for one-quarter WTD. The exact amount of displacement is not critical, but the goal is to be able to see the runway to determine high key position.

p. 88

5.18.7.6.2. Overhead Method. Establish high key position directly over the runway, approximately one-third down the runway. If a bank is required to check for position relative to the runway, use caution to avoid drifting in the direction of any potential traffic conflicts.

pp. 88-89

5.18.7.7. High to Low Key.

p. 89

5.18.7.7.1. If on profile at or prior to high key, lower the landing gear.

p. 89

5.18.7.7.2. Be at high key at 2,500 to 3,000 feet AGL, approximately one-third point on the runway IAW T.O. 1T-6A-1.

p. 89

5.18.7.7.3. Turn and use AOB as necessary toward low key. The aircraft attitude will be approximately 3/4 ground, and 1/4 sky. This will also be approximately 2-3 degrees nose low on the EADI and VSI will be ~2,000 fpm.

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5.18.7.7.4. If using offset method: Approximately 20-degree bank - 10 knot direct headwind.

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5.18.7.7.5. If using overhead method: Approximately 30-degree bank – 10 knot direct headwind.

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5.18.7.8. Cross Key. Check for 2,200-2,300 feet AGL, with the aircraft approximately perpendicular to the landing runway. If excessively high or low, check for proper power setting and (or) configuration. Otherwise, evaluate airspeed, bank angle, and winds to determine cause of altitude deviation. 5.18.7.8. Cross Key. Checkpoint Target Altitude (AGL) Minimum Airspeed Target Configuration (Note 1) Position Description High key 3,000 feet (note 2) 120 KIAS (note 3) Gear down 1/3 down planned runway. 1/4 WTD abeam, or directly over runway. Runway heading or aligned with landing direction. Wings level (note 4) Cross key 2,200-2,300 feet 120 KIAS (note 3) Gear down Halfway from high key to low key, approximately perpendicular to the landing runway. Low key 1,500 feet 120 KIAS (note 3) Gear Down, flaps TO (as required) 2/3 WTD abeam intended point of touchdown. Fuel cap on Runway (note 4) Base key 600-800 feet 120 KIAS (note 3) Gear down, flaps LDG (as required) (note 5) Halfway between low key and final Final N/A 110 KIAS Gear down, flaps LDG as required (note 5) Plan for 1,000-foot (minimum) final prior to the intended point of touchdown. (note 6) Notes: 1. If below target altitude on an FL or SFL, delay configuration changes only until on profile. If below target altitude on a PEL, immediately add power to get back on profile (if the severity of an actual engine malfunction allows) prior to extending gear or flaps. The goal is to correct deviations early to arrive at checkpoints on target altitude and in the proper configuration. 2. 3,000 feet AGL is ideal; however, high key may be as low as 2,500 feet AGL. 3. Or on-speed AOA, whichever is higher. 4. All WTDs are approximate and based on 10-knot headwind conditions. 5. Strive to set LDG flaps, but use flaps as required to ensure aircraft will not touch down short of the runway. Flaps can be lowered after landing is assured or after touchdown if stopping distance is critical. Not recommended in gusty wind conditions unless an actual emergency condition exists. Landing flaps are discouraged with crosswinds greater than 10 knots due to the potential stresses the side loads impart on the landing gear.

pp. 89-90

Landing flaps are discouraged with crosswinds greater than 10 knots due to the potential stresses the side loads impart on the landing gear. If landing flaps are appropriate for the existing conditions (i.e., runway length, required training objectives, etc.), the crosswind limit for landing flaps is 25 knots. 6. The intended point of landing is within the first one-third of the runway with flaps as required, on centerline, touching down on-speed.

pp. 89-90

5.18.7.9. Low Key.

p. 90

5.18.7.9.1. Low key is located approximately two-thirds WTD (fuel cap on runway), abeam the intended point of touchdown with approximately 10 knots of headwind, however, the pilot must adjust the low key position based on wind, runway length, presence of additional suitable landing area (e.g., taxiway, underrun, overrun, etc.). In any case, plan on arriving at the selected low key at approximately 1,500 feet AGL and 120 KIAS minimum.

p. 91

5.18.7.9.2. Approaching low key, cross-check the runway to evaluate spacing. Estimate wind and plan accordingly. If high energy consider flying off half the excess altitude, “square” the turn to low key or slip. If low on energy, delay flaps and/or turn low key earlier (e.g. cut the corner).

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5.18.7.9.3. At low key, level the wings momentarily and check for proper spacing and altitude. Avoid excessive wings level time and use caution if past abeam to the last usable landing surface. This is especially important if there is a strong headwind component on final. If energy is assessed to be adequate to make the runway, lower TO flaps. Pitch picture will be approximately 3/4 ground, 1/4 sky, EADI should show approximately 5-6 degrees nose low and the VSI should be ~2,200 fpm.

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5.18.7.9.4. Base Key. Maintain 120 KIAS minimum. The descent rate is normally greater than for a normal pattern. Fly the aircraft perpendicular to the runway at 600- 800 feet AGL and flaps as required. Altitude is not the only indication of proper energy management; the distance from the runway and the effect of winds must also be assessed. When landing is assured, lower flaps to LDG.

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5.18.7.9.5. Hold the aim point (500-1,000 feet short of intended landing point) and observe the airspeed. An approximate aim point would be the mirror and canopy bow on the runway or underrun. If the airspeed is increasing above 120 KIAS, it is a good indication that the energy state is sufficient to reach the landing point. Consider the winds and lower LDG flaps. Shift aim point as required to intercept a normal glidepath.

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5.18.7.10. Final. Attempt to intercept final a minimum of 1,000 feet from the intended point of touchdown. This allows time to stabilize the descent rate and evaluate the runway. The aircraft may be slowed to 110 KIAS (minimum) on final. Maintain 110 KIAS (minimum) on final until transition to landing. The transition to landing may begin well prior to the intended point of touchdown.

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5.18.7.11. Landing. Adjust the nose attitude in the roundout to transition to a normal landing within the first one-third of the runway. Touchdown on the main gear and then gently lower the nose wheel as in a normal landing. Apply braking based on runway remaining.

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5.18.7.11.1. FL. Anticipate a longer flare and touchdown due to reduced drag. Use caution when applying brakes to prevent blown tires. If the aircraft cannot be stopped before the EOR, prepare to depart the prepared surface or eject.

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5.18.7.11.2. SFL. Anticipate a longer flare and touchdown because the PCL is not reduced to idle when landing is assured. Reduce the power to idle upon touchdown during full-stop landings.

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5.18.7.11.3. PEL. Reduce power to idle after carefully determining that landing is assured. If runway remaining after touchdown is insufficient to stop, go around. If sufficient power is available to obtain low key, reattempt PEL. If power is insufficient or the engine is not reliable, consider ejection.

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5.18.8. ELP Wind Analysis. Winds can cause ELPs to differ significantly from standard. An unanticipated strong wind or one for which there is no appropriate correction made can result in an unsuccessful ELP, even if it was otherwise flawlessly flown.

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5.18.8.1. Determining AGL Winds. Surface winds, winds at 1,000 to 3,000 feet, winds at 5,000 feet and winds aloft should be obtained from weather forecasts and serve as a good starting point for building SA about actual wind conditions. The winds at 1,000 to 3,000 feet can vary significantly from surface winds and considerably alter required ELP ground track. At tower or RSU-controlled runways, actual surface winds are known. Other ways to determine the winds include:

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5.18.8.1.1. Radio calls to other aircraft, a fixed base operator (FBO) on the airfield, etc. The winds may be viewable on an EFB.

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5.18.8.1.2. Without access to actual observations, use winds briefed by weather forecaster in the preflight briefing as a starting assumption.

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5.18.8.1.3. If performing an ELP at a non-towered airfield without weather observation capability, assume that in the local area, surface winds are similar to those at the home airfield.

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5.18.8.1.4. Observation of surface conditions: smoke, waves on lakes, wind tetrahedron, windsock, etc.

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5.18.8.1.5. Double the surface wind velocity to estimate winds at high key as wind is typically stronger at altitude than at the surface.

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5.18.8.1.6. Use GPS groundspeed and cross-track error (flying an OBS course).

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5.18.8.2. Techniques for Wind Correction.

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5.18.8.3. Crosswinds. If there is an option to turn in either direction, consider the following:

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5.18.8.3.1. Turning Away from the Wind at High Key. Adjust low key spacing. Although there is a tailwind initially, the headwind departing low key allows more time for decision making during the last, critical stages of the ELP, but could result in a low energy situation. Remember, “base, wind in your face”.

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5.18.8.3.2. Turning into the Wind at High Key. Adjust low key spacing. The turn from low key will be aided by the crosswind component. Although this compresses the time from low key to final and can result in an overshoot, it can provide an extra energy cushion.

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5.18.8.4. Headwinds. Move the high key position into the wind 1,000 feet for every 10 knots of wind above 10 knot headwind starting reference. Start the turn from low key to base key earlier than normal and use an aim point closer to the intended point of touchdown. Expect a shorter and steeper final. Consider delaying lowering of full flaps longer than you would for no-wind conditions.

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5.18.9. ELPs Through Weather.

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5.18.9.1. Objective. Perform an ELP through the weather.

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5.18.9.2. Description. Descending through the clouds for an FL requires an evaluation of reported ceiling and visibility, runway length, familiarity with the airfield, local obstructions, minimum safe altitudes, and pilot proficiency. Anytime a weather penetration is required, give serious consideration to ejecting instead of attempting an FL through the weather. If attempting an FL through the weather, first plan to go to high key for a normal ELP if the weather allows for VMC at high key. If the weather will not allow for VMC at high key, two methods to use are the standard ELP from high key and the high-speed ELP.

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5.18.9.3. Procedures.

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5.18.9.3.1. ELP from High Key. The concept behind this method is to fly the ELP as normally as possible, using the GPS rather than visual references for ground track control. Use the GPS to navigate to high key (Figure 5.5.). Use the standard 125 KIAS glide and turns as necessary to achieve the appropriate altitude upon reaching high key. Assuming there is weather all the way down to 2,000 feet AGL, attempt to maintain the standard ELP ground track by turning to achieve a displacement of 0.7-1.0 miles when abeam high key after completing the turn. If VMC is not encountered until low key, this method should still place the aircraft close to the proper ELP ground track. However, it does not provide any maneuvering capability to correct if you are not on the proper ground track. Once VMC is encountered, attempt to intercept and maintain the proper ground track visually.

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5.18.9.3.2. High-speed ELP. The concept behind this method is to arrive just below the weather with excess airspeed, which allows for maneuvering to intercept the ELP at or prior to an appropriate low key position. Establish a standard 125 KIAS glide toward the GPS data point representing high key and maintain 125 KIAS until reaching a 1:1 glide ratio, which is an altitude equal to distance to the field + low key (MSL). For example, if the field elevation is 1,000 feet MSL, look for 12,500 feet MSL at 10 miles. Use “DME + Low Key (MSL)” for a high speed ELP memory aid. Upon reaching the target altitude, set 10 degrees nose low and descend at 1,000 feet per nautical mile until breaking out of the weather. The resulting airspeed could be as high as 230 KIAS. Once in VMC conditions, level off at a point to stay clear of clouds, assess position, and maneuver to intercept the ELP at an appropriate ground track point and altitude. If not clear of clouds by low key altitude on a PEL, seriously consider discontinuing the ELP.

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5.18.9.4. Techniques. If there is a published GPS approach for the runway selected, consider loading that approach and OBS off the missed approach data point to estimate high key. (Use runway bearing as the OBS course.) If no approach is available, estimate high key using the airfield as the data point.

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5.18.10. Additional Options for ELP Training

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5.18.10.1. Break to Low Key.

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5.18.10.1.1. Objective. A method to practice an ELP starting at low key; usually performed when weather precludes starting the maneuver from high key or to expedite training.

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5.18.10.1.2. Description. An intentional climbing break turn, commenced in the normal break zone, arriving at the low key position, in the normal low key configuration.

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5.18.10.1.3. Procedure. On initial, make a radio call to the RSU/tower requesting a break to low key.

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5.18.10.1.3.1. When approved by RSU/tower, and IAW local procedures, reduce power as necessary to make a decelerating, climbing turn toward low key.

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5.18.10.1.3.2. Depending on local procedures, do not wait until mid-field to configure. After decelerating below 150 KIAS, lower gear and TO flaps. Use power as required to maintain 120 KIAS (minimum) until arriving at low key. At low key, set 4-6 percent torque and continue with normal ELP procedures.

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5.18.10.1.4. Technique. Break closer to the end of the break zone to allow for ELP task management. For energy management purposes, consider setting 20% torque in the climbing break turn. Done properly, the aircraft should be below 150 KIAS upon rollout on downwind. Maintain at least 140 KIAS until on downwind.

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5.18.10.2. Closed Pull-up to Low Key.

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5.18.10.2.1. Objective. A method to practice an ELP starting at low key; usually performed when weather precludes starting the maneuver from high key, or to expedite training.

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5.18.10.2.2. Description. A climbing turn to 1,500 feet AGL from initial takeoff, touch-and-go landing, or go-around, flown similarly to a closed pull-up (See paragraph 5.13.). Minimum airspeed is 140 KIAS; maximum bank is 90 degrees. Arrive at the low key position, in the normal low key configuration.

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5.18.10.2.3. Procedure.

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5.18.10.2.3.1. At 140 KIAS (minimum) and according to local directives, request clearance for low key. When approved, clear for traffic, advance the PCL smoothly to MAX, and start a climbing turn toward low key, initially using approximately 45-60 degrees of bank.

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5.18.10.2.3.2. Upon reaching 1,500 feet AGL, use power as required, confirm proper spacing, and report high downwind per local guidance.

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5.18.10.2.3.3. After decelerating below 150 KIAS, lower gear and TO flaps. Use power as required to maintain 120 KIAS (minimum) until arriving at low key. At low key, set 4-6 percent torque and continue with normal ELP procedures.

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5.18.10.3. Zero-torque ELPs. An ELP flown with excessive prop drag (greater than that of a feathered prop) will require more nose-down pitch to maintain airspeed, resulting in excessive descent rates and altitude loss. Excessive prop drag may be caused by (1) inadvertently setting the PCL to less than 4 percent torque during a PEL or simulated FL training, (2) a mechanical malfunction resulting in an unfeathered prop after engine shutdown, or (3) excessive prop drag from a propeller malfunction with a running engine. Practicing an ELP with zero torque simulates these conditions.

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5.18.10.3.1. Objective. Demonstrate the effects of excessive prop drag on an ELP, and stress the importance of cross-checking power setting during ELP training.

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5.18.10.3.2. Description.

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5.18.10.3.2.1. Airspeed - 120 KIAS (minimum).

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5.18.10.3.2.2. Power.

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5.18.10.3.2.2.1. High key. Zero percent torque; then power as required to arrest descent to low key.

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5.18.10.3.2.2.2. Low key. Zero percent torque; then power according to go- around procedures.

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5.18.10.3.2.3. Gear - Down.

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5.18.10.3.2.4. Flaps - Up at high key; TO at low key.

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5.18.10.3.3. Procedure.

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5.18.10.3.3.1. This demonstration may be conducted by starting from high key or low key.

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5.18.10.3.3.2. Fly to normal high key altitude, configure with gear, and set the PCL to idle. Notice the pitch attitude required to maintain 120 KIAS. At the halfway point between high key and low key, altitude loss should normally be approximately 750 feet. Note the actual loss. If allowed to continue, the altitude loss at low key would be excessive, potentially resulting in an energy deficient situation. For training purposes and to allow the demonstration to safely continue, add power to arrive at low key on altitude.

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5.18.10.3.3.3. Fly to a normal low key, lower flaps to TO, and set power to idle. Notice the pitch required to maintain 120 KIAS and rapid altitude loss. The pitch attitude required to maintain 120 KIAS from low key to final will be significantly lower than normal. Due to excessively nose low pitch attitudes and descent rates throughout the maneuver, initiate a go-around with a minimum of 200 feet AGL in accordance with AFMAN 11-2T-6V3.

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