Learn how to manage a forced landing following an engine failure, from the initial loss of power to a controlled emergency landing.
The objective is to develop the knowledge and judgment needed to maintain aircraft control, select an achievable landing area, organize an emergency approach, and prepare for touchdown when normal powered flight is no longer possible.
Understand the immediate priorities following a loss of engine power, including aircraft control and the importance of maintaining a safe glide.
Learn to evaluate potential landing areas within the aircraft's available glide range and make timely decisions as altitude decreases.
Study forced approach planning, emergency checks, communication, passenger preparation, and the transition to final landing.
An engine failure can occur unexpectedly and may leave little time to respond. Fuel delivery problems, mechanical failures, or other malfunctions can make continued powered flight impossible. The pilot must then work within the altitude, glide performance, and landing options actually available.
A forced landing is a type of emergency landing in which circumstances require the aircraft to land without continuing normal flight. Unlike a precautionary landing, there may be no opportunity to inspect the selected field or conduct a conventional circuit.
Effective preparation helps a pilot recognize priorities under pressure, avoid unnecessary delays, and make decisions that preserve control of the aircraft. The procedures in this lesson should always be understood in conjunction with the aircraft's AFM/POH and appropriate flight training.
This lesson builds on Airport Traffic Pattern (Circuit) and Normal Approach and Landing . For situations in which an aircraft can still be flown under power and the landing site can be assessed in advance, see Precautionary Landing .
What Happens When the Engine Fails in Flight?
When an engine fails, the airplane does not simply fall from the sky. Its wings can still produce lift as long as the airplane maintains enough airspeed. Without engine power, however, the airplane must lose altitude to keep flying. This is called a glide.
The pilot's first priority is to keep the airplane under control and establish the correct gliding airspeed. The following steps explain how to do this.
Fly the Airplane
Maintain control of pitch, bank and direction. If the engine fails during a climb, lower the nose promptly to maintain a safe airspeed. Do not allow the airplane to stall.
Establish VG — Best Glide Speed
Adjust the pitch attitude to reach VG, the best glide speed published in the aircraft's AFM/POH. This airspeed gives the greatest distance for a given loss of altitude in still air.
Trim for VG
Once VG is reached, adjust the elevator trim to reduce control pressure. This makes it easier to hold the required airspeed during the descent.
Maintain VG
Monitor the airspeed indicator. Use small pitch corrections to keep the aircraft at VG.
Keep turns coordinated and avoid unnecessary drag. Continue checking airspeed while planning the forced approach.
Know your aircraft's published best glide speed before each flight. Check the AFM/POH for the correct value and any required adjustments.
An engine failure immediately after takeoff may require different airspeeds and actions from an engine failure at cruising altitude. Follow the emergency procedure for your aircraft and phase of flight.
Pulling back too much reduces airspeed below VG and can increase the risk of a stall.
Do not raise the nose just because a landing area looks too far away. Maintain the correct airspeed instead of trying to stretch the glide.
Maintain control → establish VG → trim for VG → monitor airspeed and maintain VG.
Selecting a Forced Landing Area
After establishing VG, look outside and select a place to land. Look for an airport or a suitable open field within gliding distance.
You may have several choices, but you must make a decision quickly. Do not waste altitude trying to reach a better field that is too far away.
Three Questions to Ask Before Choosing a Field
Can I Reach It?
Choose a field within gliding distance. Remember that wind and turns affect how far you can glide.
Do not try to stretch the glide to reach a distant field.
Is the Approach Clear?
Look for trees, buildings, fences, poles and power lines.
Choose a field with a clear path to the landing area whenever possible.
Is There Enough Room?
Look for enough space to land and stop.
A long, level field with a firm surface is generally preferable to a short or uneven one.
What Type of Field Should You Choose?
Look at the ground carefully. Different landing areas have different hazards.
Grass Fields
A large, level grass field may be a good choice. Look for fences, ditches, animals, rocks and uneven ground.
Tall grass may hide obstacles or soft ground.
Cultivated Fields
A cultivated field may offer enough space to land.
Watch for deep furrows, tall crops and uneven ground. If possible, avoid landing across deep furrows.
Roads
Roads may look suitable from the air, but they often have traffic, signs, poles and power lines.
Consider the danger to people on the ground.
Wind and Slope
Land into the wind when possible. This helps reduce groundspeed at touchdown.
Also check the slope of the field. Avoid steep slopes and major obstacles. Do not make a dangerous turn just to face the wind.
Use COWLS to help check the selected area. During an emergency, make the check quickly. Do not spend too much time searching for a perfect field.
The COWLS check is explained in detail in the Precautionary Landing lesson .
You may not have a clear, level field within gliding distance.
In that case, choose the best available area and try to avoid people and major obstacles. Keep control of the airplane throughout the approach.
If the engine fails shortly after takeoff, there may not be enough altitude to turn back to the runway. A landing area ahead may be your safest option.
Choose a field you can reach. Check the approach, the landing distance, the surface and the wind. Make your decision early and keep the selected field in sight as you prepare your forced approach.
Engine Failure Cause Check: Can the Engine Restart?
After selecting a landing area, check whether the engine can be restarted. A loss of power may be caused by a fuel or ignition problem that can be corrected in flight.
If time and altitude permit, use the engine restart checklist in your aircraft's AFM/POH. Keep the selected landing area in sight while making these checks.
The cause check is important, but the airplane is still descending. If there is not enough time to complete the checks, focus on reaching the selected landing area.
Engine Restart — Cause Check
These are common items to check on light training airplanes. They are not a checklist for every aircraft. Follow the order and instructions in your own AFM/POH.
Fuel Selector
Check the fuel quantity and selector position. Make sure the selected tank contains usable fuel.
Select BOTH or another usable tank if required by your aircraft's checklist.
Mixture
On many light training airplanes, the restart procedure calls for the mixture to be set to RICH.
Follow the correct setting for your aircraft and flight conditions.
Carburetor Heat
On an airplane with a carburetor, carburetor ice may cause a loss of power.
Many restart checklists call for carburetor heat ON. Use the procedure for your aircraft.
Magnetos / Ignition
Check that the ignition switch is in the correct position. On many training airplanes, this is BOTH.
Do not switch between LEFT and RIGHT unless the aircraft procedure calls for it.
Primer
If the airplane has a manual primer, check that it is fully pushed in and locked.
An unlocked primer can cause engine problems.
Electrical System
Check the master switch if required by the restart procedure.
If the airplane has an electric fuel pump, use it as directed by the AFM/POH.
Engine Instruments
Look at the available engine instruments. Check fuel pressure, oil pressure, temperature and other engine indications. They may help identify the cause of the failure.
What Happens After the Cause Check?
Power Is Restored
Check the engine instruments and confirm that the engine is running normally.
Follow the AFM/POH and decide where to land. Do not assume that the problem is solved simply because power has returned.
Continue the Forced Landing
If the engine does not restart, continue toward your selected landing area.
Prepare the emergency approach, declare the emergency as soon as safely possible, and follow the required landing procedures.
If the engine fails at very low altitude, there may be no time for a full cause check. Keep the airplane under control and prepare to land.
An engine fire requires the aircraft's engine-fire emergency checklist, not the normal restart procedure.
Check for a possible cause of engine failure if time and altitude permit. Follow the AFM/POH and keep the landing area in sight.
If power cannot be restored, continue the forced approach. Do not waste valuable altitude on repeated restart attempts.
Planning the Forced Approach: High Key and Low Key
Once you have selected your landing area, plan how to reach it. A forced approach is similar to a normal traffic pattern, but without engine power. Your turns and distances must match the altitude you have available.
Use ground landmarks as key points to help judge your position. These points guide you toward a suitable base leg and final approach. You do not need to fly a complete pattern if you are already low.
High Key
Example: 1,000 ft AGLIn this training pattern, high key is on downwind, abeam the landing area.
Keep the field in sight and judge your altitude before turning toward base.
Low Key
Example: 500 ft AGLLow key is on the base leg in this example.
From here, judge whether you can reach the landing area and plan your turn onto final.
Final Approach
Aim for the First ThirdTurn onto final when the landing area is within reach.
Aim to touch down in the first third of the usable landing area, when conditions allow.
Adjust the Approach to Your Altitude
Your position may not match the example pattern. The important point is to reach final approach with enough altitude to clear obstacles and reach the landing area.
If You Are Too High
You may be able to fly a slightly longer approach to lose altitude.
Do not extend downwind too far, especially in strong wind. Plan to reach final with the field safely within glide range.
If You Are Too Low
Shorten the pattern. Turn toward the field earlier and avoid unnecessary turns.
If necessary, fly a direct approach rather than trying to reach every key point.
A strong headwind on final reduces your groundspeed and the distance you can cover before landing. Keep the pattern closer to the field when necessary.
Watch for drift during your turns. Your ground track may be different from your aircraft heading.
What Is a 360-Degree Forced Approach?
A 360-degree forced approach is another way to reach a selected landing area without engine power. Instead of flying a rectangular downwind, base and final pattern, the pilot makes one continuous descending turn through 360 degrees.
Imagine that you are flying directly over the field at an altitude high enough to make the maneuver. You begin a descending turn around the field. By the end of the turn, you are lined up for the final approach.
High Key — Start
Fly over the intended touchdown point, heading in the direction you plan to land.
From the correct altitude for your aircraft, begin a gentle descending turn.
Low Key — Halfway
After approximately 180 degrees of turning, you are heading downwind, beside the landing area.
The touchdown point should be visible off your wing. Check your height and position.
Final Key — Turn to Land
Continue descending toward a close base leg. This brings you to the final key position.
Complete the remaining turn and line up with the landing area for final approach.
The aircraft loses altitude throughout the maneuver. The size of the turn depends on the wind, the aircraft's glide performance and the altitude available.
Important: In the 360-degree method, high key is above the intended touchdown point, and low key is abeam it on downwind. These positions are different from the key points in the first diagram.
This is a planned power-off approach from sufficient altitude. It is not a turnback maneuver after an engine failure shortly after takeoff. Practice the 360-degree forced approach with a flight instructor.
Plan a simple approach using your altitude, the wind and the position of the landing area.
Use key points when they are helpful. Keep the pattern close enough to reach the field, and turn onto final when the landing area is within reach.
Mayday Call and Passenger Briefing
An engine failure requiring a forced landing is an emergency. The pilot must alert air traffic control and prepare the passengers as soon as it is safe to do so.
These actions should be completed as soon as time permits. Do not wait until final approach if you can make the call and brief your passengers earlier.
Declare the emergency as soon as you can safely do so. You do not need to finish the cause check or reach a particular key point first.
Continue flying the airplane and planning the approach. If you are very low, maintaining control and reaching the landing area take priority over radio calls.
1. Declare the Emergency — Mayday Call
A complete engine failure requiring a forced landing is a distress situation. Use MAYDAY, preferably repeated three times, to tell other stations that you need immediate assistance.
Which Frequency?
If you are already talking to ATC, use your current frequency.
If you cannot contact ATC on an appropriate frequency, use the emergency frequency when able:
121.5 MHzKeep the transmission short, especially when altitude and time are limited.
Emergency Code
7700If you cannot establish radio contact with ATC, select emergency code 7700 when able.
If ATC is already communicating with you, normally keep your assigned code unless ATC instructs you to change it.
Example of a Mayday Call to ATC
"MAYDAY, MAYDAY, MAYDAY.
Springfield Approach, Cessna One Two Three Four Five.
Engine failure. Three miles west of Springfield, one thousand eight hundred feet.
Attempting a forced landing in a field.
Two persons on board."
This example assumes the pilot is already communicating with Springfield Approach. The airport, location and aircraft details are fictional.
In a real emergency, use your actual call sign, position, altitude and intentions.
If ATC does not respond, you may broadcast a general distress call using "Any Station" on an appropriate frequency, including 121.5 MHz.
For example: "MAYDAY, MAYDAY, MAYDAY. Any Station, Cessna One Two Three Four Five. Engine failure..."
Another aircraft or ground station may hear the call and relay your emergency to ATC.
What Information Should You Give?
Your call sign and aircraft type.
State that you have an engine failure.
Tell ATC where you are and your current altitude.
Explain where you plan to land and how many people are in the airplane.
If time permits, ATC may also ask for your remaining fuel and other information. Answer when able, but do not let radio communication interfere with flying the airplane.
2. Prepare Your Passengers
Once you have time, tell your passengers that you are preparing for an emergency landing. Give them short, clear instructions.
Seat Belts and Harnesses
Tell passengers to tighten their seat belts and shoulder harnesses.
Make sure their seats are secure and loose objects are put away if time permits.
Brace for Landing
Tell passengers to stay in their seats and prepare for a possible hard landing.
Explain the brace position appropriate to the aircraft and tell them when to brace.
Prepare to Exit
Remind passengers how to release their seat belts and open the exits.
Tell them to wait until the aircraft stops and then move away from it when safe.
A passenger briefing does not need to be long. Use simple language and tell passengers exactly what to do.
"We are going to make an emergency landing.
Tighten your seat belt and shoulder harness. Put away loose items.
Stay in your seat and brace when I tell you.
After we stop, wait for my instructions, then leave the airplane and move away from it."
3. Prepare the Cabin for Landing
Check that seat belts and shoulder harnesses are secure. Make sure loose objects cannot interfere with the controls or injure the occupants.
Some aircraft checklists also require a cabin door to be unlatched before an emergency landing. Follow the AFM/POH for the aircraft you are flying. Do not unlatch a door unless the procedure calls for it.
If time permits, make sure passengers know which exit to use and where to go after leaving the airplane.
The Mayday call and passenger briefing are important, but they must not distract you from controlling the airplane.
If there is little altitude remaining, keep your attention on the forced approach. Complete only the actions that time and conditions allow.
Declare the emergency as soon as you can safely do so. Use your current ATC frequency or 121.5 MHz when needed. Follow the appropriate transponder procedure.
Brief your passengers early when possible. Secure seat belts, explain how to brace and prepare for evacuation. Continue flying the airplane throughout the emergency.
Final Approach, Engine Shutdown, and Touchdown
Once established on final approach, the remaining priorities are to configure the airplane for landing, complete the applicable shutdown checklist, and maintain control through touchdown and rollout.
Final Approach Configuration
With the landing area within reach, prepare the airplane for touchdown. The final configuration depends on the aircraft, remaining altitude, wind, and landing surface.
Flap Selection
Extend flaps according to the aircraft's AFM/POH and the available glidepath.
Flaps increase drag and generally allow a steeper descent at an appropriate approach speed. Avoid unnecessary flap extension before the landing area is assured.
Forward Slip
If excess altitude remains on final, a forward slip may help increase the descent angle without a large increase in airspeed.
Use this technique only when permitted by the aircraft's limitations and when sufficient height remains to recover safely.
Use the emergency approach speed specified in the AFM/POH for the selected configuration. Best-glide speed is not necessarily the correct speed for touchdown.
Engine and Aircraft Shutdown
During an actual forced landing, complete the appropriate engine and aircraft securing checklist when conditions and remaining time permit.
The following items are common to many light training airplanes. Their exact positions, order, and timing must follow the aircraft-specific AFM/POH.
Electrically operated flaps, landing gear, or other essential systems may require power during landing preparation. Do not switch off the master prematurely.
For example, the Cessna 172S emergency landing procedure specifies switching off the master when landing is assured. Always follow the applicable checklist.
Touchdown and Landing Roll
The landing technique must match the aircraft and the available surface. Maintain the appropriate attitude and directional control throughout the landing.
Flare and Touchdown
Transition smoothly from the final descent into the landing flare.
In a typical tricycle-gear training airplane, aim for a controlled main-wheel touchdown at the appropriate speed and landing attitude. Avoid a premature stall or forcing the airplane onto the ground.
Landing Roll
Maintain directional control after touchdown. Lower the nosewheel under control when appropriate for the airplane.
Use braking according to the surface conditions and available landing distance. Avoid aggressive braking on soft or uncertain terrain.
Practice Forced Landings and Common Errors
Practicing forced landings helps student pilots develop the judgment and coordination needed to handle an engine failure. However, a simulated emergency must never create a real emergency. The following precautions help keep the exercise safe and effective.
Practicing a Simulated Forced Landing
Simulate the Engine Failure
In a typical single-engine training airplane, the instructor simulates an engine failure by smoothly reducing the throttle to idle. The engine remains running and available for immediate use.
The instructor should clearly announce the simulated failure and establish who controls the throttle during the exercise.
Keep the Engine Ready
During an extended glide at idle, use the engine-clearing procedure recommended for the airplane.
Brief increases in power may be required to keep the engine warm, clear the engine, and confirm that power remains available. Follow the AFM/POH and instructor's procedures.
Know When to Stop
The simulated approach should be discontinued once the instructor can determine whether a safe landing would be possible.
Stop earlier whenever obstacles, people, terrain, or other conditions make continuing unsafe.
Recover Safely
When the exercise ends, restore engine power and carry out the approved go-around procedure.
Establish a safe climb, manage the aircraft configuration, and maintain obstacle clearance before returning to normal flight.
Do not treat 500 feet AGL as a universal altitude for terminating simulated forced landings. The appropriate recovery point depends on regulations, terrain, obstacles, weather, aircraft performance, and the training environment.
The exercise must never be continued to a point where it creates an unnecessary hazard. Follow the instructor's directions, flight school procedures, and applicable regulations.
Common Student Pilot Errors
Many difficulties during a forced landing come from poor planning, delayed decisions, or incorrect energy management. Recognizing these mistakes during training helps pilots develop better judgment.
Continuing toward an unsuitable or unreachable landing area instead of reassessing the available options as the situation develops.
Concentrating on restarting the engine while neglecting the remaining altitude and approach planning. Emergency checks must not interfere with aircraft control.
Misjudging altitude, wind, or distance and then making large corrections late in the approach.
Continuing a simulated approach after a safe landing is no longer reasonably achievable or after the required recovery conditions have been reached.
The purpose of forced landing practice is to develop safe, timely decisions — not to complete every simulated approach at any cost. Keep the engine available, respect the recovery limits, and recognize when to discontinue the exercise.
Forced Landing Review Questions
Test your understanding of engine failure priorities, landing area selection, restart checks, forced approach planning, emergency communications, touchdown, and simulated emergency training.
Answer each question before opening the explanation. Focus on safe decision-making rather than memorizing a fixed sequence.
Part 1 — Engine Failure and Field Selection
Review the immediate priorities and the decisions that determine whether a landing area is suitable.
What are your first priorities after an engine failure in flight?
Maintain aircraft control, establish the appropriate glide airspeed, and identify a reachable landing area.
Keep the airplane flying safely before attempting lengthy troubleshooting or communications. Trim as appropriate to reduce workload and preserve attention for planning the approach.
Why should you avoid trying to stretch the glide by raising the airplane's nose?
Raising the nose without sufficient energy increases angle of attack and reduces airspeed. It does not create additional gliding energy or guarantee extra range.
Excessive pitch can lead to a stall. Maintain the recommended airspeed and aim for an area that can actually be reached.
You see two possible landing areas: one is longer but has power lines on approach, while the other is shorter and unobstructed. How should you choose?
Compare the complete landing situation, not just field length. Consider obstacles, wind, surface, slope, usable stopping distance, and whether each area is reachable.
The unobstructed field may be safer if it provides sufficient landing distance and a suitable surface. However, its shorter length must still be assessed against aircraft performance.
Neither field is automatically the correct choice based on one characteristic alone.
During the cause check, the engine does not restart. What should you do next?
Continue the forced landing approach while maintaining aircraft control and monitoring the remaining altitude.
Complete applicable emergency actions, communications, and aircraft-securing procedures when time and conditions permit.
Do not become fixated on restarting the engine at the expense of a safe landing.
Part 2 — Planning and Completing the Forced Landing
Apply key-point planning, emergency communication priorities, and final landing decisions.
What is the purpose of the High Key and Low Key reference points?
High Key and Low Key provide reference positions for managing altitude and distance around the selected landing area.
High Key generally relates to the downwind portion of the planned approach, while Low Key corresponds more closely to the base portion.
They are planning references, not mandatory checkpoints. Adjust the pattern to the actual altitude, wind, and landing conditions.
You are too low to complete the planned circuit. Should you continue toward the Low Key point?
No. Do not force the airplane through a planned circuit that can no longer be completed safely.
Shorten the approach or turn toward an available landing area while preserving safe airspeed and avoiding unnecessary maneuvering.
What information should a Mayday call communicate during a forced landing?
When circumstances permit, communicate your aircraft identification, nature of the emergency, position, altitude, intentions, and other useful details such as persons on board.
Declare Mayday for a distress situation, use the appropriate frequency, and select transponder code 7700 when applicable.
An emergency radio call must never take priority over aircraft control.
When should you extend flaps during the final approach without engine power?
Use flaps according to the aircraft's emergency landing procedure and the available glidepath.
Flaps add drag and can help manage excess altitude, but premature extension may reduce the airplane's ability to reach the intended area.
Landing assurance and aircraft-specific procedures are essential.
Why must the timing of the master switch be considered carefully before touchdown?
Electrically powered systems, such as flaps or landing gear, may still be required.
Switching off the master too early could prevent essential equipment from operating.
Follow the aircraft's emergency checklist for the correct timing. In the Cessna 172S emergency landing procedure, the master is switched off when landing is assured.
Part 3 — Simulated Emergencies and Safety
Recognize when an emergency exercise should be discontinued and how training differs from an actual engine failure.
Why must the engine remain available during a simulated forced landing?
A simulated failure allows the pilot to practice decision-making while retaining the ability to restore power when needed.
The instructor normally simulates the failure by reducing power to idle, while following the aircraft's engine-clearing procedure during prolonged descents.
The exercise must not create a real emergency.
Is 500 feet AGL always the correct altitude for ending a simulated forced landing?
No. A fixed 500-foot reference does not apply universally to every aircraft, training situation, or jurisdiction.
The recovery altitude depends on applicable regulations, obstacles, terrain, weather, and the approved training procedures.
Discontinue the exercise earlier whenever continued descent would be unsafe.
During a practice approach, the intended landing area is no longer safely reachable. What should the student and instructor do?
Do not continue a simulated emergency merely to complete the exercise.
Terminate the simulation and carry out a safe recovery according to the instructor's directions and the aircraft's approved procedures.
Restoring power, establishing a safe climb, managing aircraft configuration, and clearing obstacles take priority over completing the practice scenario.
A successful forced landing begins with aircraft control and sound decisions. Use the available altitude wisely, select a reachable area, follow your aircraft's emergency procedures, and adapt as the situation changes.
