When Your Engine Quits: Practicing Dead-Stick Landings

Every RC pilot eventually experiences that unmistakable moment when the engine or motor stops producing power.

Sometimes it happens because the fuel tank runs dry. Sometimes an engine quits unexpectedly. An electric model may have a weak battery, a loose connection, or an electronic speed controller problem. Whatever the cause, the airplane suddenly becomes a glider, and the pilot has to make the most of the altitude and airspeed that remain.

A dead-stick landing does not automatically mean the airplane is going to be damaged. With practice, calm decision-making, and a good understanding of the airplane, many power-loss situations can end with a perfectly safe landing.

The First Rule: Fly the Airplane

When the engine quits, the first reaction should not be panic or an immediate attempt to turn toward the runway.

The first job is to maintain control of the airplane.

Lower the nose enough to preserve flying speed and establish a steady glide. If the nose is held too high while trying to stretch the glide, the airplane may slow down and stall. A stalled airplane loses altitude much faster than one that is gliding at the correct speed.

Remember the old aviation rule:

Airspeed, altitude, and ideas.

You may be losing altitude, but maintaining airspeed gives you control and gives you time to make good decisions.

Decide Where You Are Going to Land

Once the airplane is under control, quickly select the best available landing area.

The runway is usually the first choice, but it may not always be reachable. If the airplane is too low or too far away, trying to force it back to the runway can make the situation worse.

Look for an open area that is free of people, vehicles, trees, fences, and other obstacles. It should also be large enough for the airplane to touch down safely.

Saving the airplane is important, but protecting people and property always comes first.

Do Not Stretch the Glide

One of the most common dead-stick mistakes is trying to keep the airplane in the air by holding excessive up-elevator.

This does not increase the airplane’s range. It slows the airplane, increases drag, and may cause a stall.

A slightly nose-down attitude often produces the best glide. The exact attitude will vary depending on the airplane. Trainers and gliders may float for a considerable distance, while warbirds, biplanes, and heavily loaded models may descend much more quickly.

Knowing how your airplane glides is one of the best reasons to practice dead-stick approaches before an emergency happens.

Avoid Unnecessary Turns

Every turn costs altitude.

A steep turn costs even more altitude and may increase the risk of a stall, especially when the airplane is moving slowly. Once the engine quits, keep turns gentle and make only the turns that are necessary.

If the airplane is already lined up with a safe landing area, resist the temptation to circle around for a prettier approach.

A safe, slightly untidy landing is much better than a perfect-looking approach that comes up short.

Use the Wind to Your Advantage

Whenever possible, land into the wind.

Landing into the wind reduces the airplane’s groundspeed and usually produces a shorter, more controlled landing. However, turning into the wind should not require a dangerous low-altitude maneuver.

If the airplane is too low to safely turn, landing across the wind or even slightly downwind may be the better choice.

The safest landing direction is the one that keeps the airplane under control and away from people.

Save the Flaps Until You Need Them

If the airplane has flaps, do not automatically lower them as soon as the engine quits.

Flaps usually add drag. Once they are lowered, the airplane may not glide as far. Keep them retracted until you are certain the landing area is within reach.

Flaps can then be used to control the final descent and reduce landing speed. On some models, full flaps create a great deal of drag, so they should be added gradually and only when needed.

Pilots should already know how their airplane reacts to flap deployment before relying on them during a dead-stick landing.

Practice at a Safe Altitude

Dead-stick landings should not be practiced for the first time during a real emergency.

Begin at a safe altitude and reduce the throttle to idle. Hold the airplane at its normal attitude at first and watch what happens as the airspeed decreases. As the airplane begins to slow, lower the nose just enough to establish a steady, controlled glide.

Observe how much nose-down attitude is needed, how quickly the airplane loses altitude, and how far it travels without power. Try a few gentle turns and notice how much additional altitude is lost during each one.

Do not intentionally shut the engine or motor off. Keeping it at idle allows power to be added immediately if the airplane gets too low, the approach becomes unstable, or another aircraft enters the area.

The goal is not to create an actual emergency. The goal is to learn what the airplane will do when power is no longer carrying it through the sky.

Practicing a Realistic Dead-Stick Pattern

Once you are comfortable gliding the airplane at altitude, you can begin practicing a more realistic dead-stick landing pattern.

Before beginning, announce your intentions to the other pilots. Let them know that you will be making an idle-power approach and may need priority on the runway. It is also a good idea to have an experienced pilot or instructor standing nearby, especially if you have never practiced this maneuver before.

Start from a comfortable altitude on the downwind side of the runway. The airplane should be high enough to complete the approach safely, but not so high that it requires excessive maneuvering or a steep descent to reach the runway.

Reduce the throttle to idle and establish the airplane’s normal glide attitude. From that point forward, pretend that power is no longer available.

Fly a simple rectangular landing pattern consisting of a downwind leg, a base leg, and a final approach. Keep each turn gentle and avoid making the pattern wider than necessary. A wide pattern may leave the airplane too far from the runway, while a pattern flown too close may result in arriving too high.

During the downwind leg, judge whether the airplane is losing altitude faster or slower than expected. Turn onto the base leg while there is still plenty of altitude and room available. Do not wait until the airplane is low before beginning the turn.

As the airplane turns onto final, it should be lined up with the runway and still have enough altitude to reach it comfortably.

If the airplane is too high, do not dive steeply toward the runway. Instead, use gentle S-turns while altitude permits, extend the approach slightly, or use flaps if the model is equipped with them and the runway is clearly within reach.

If the airplane is too low or appears unlikely to reach the runway, add power and go around. There is no shame in abandoning a practice approach. In fact, recognizing a poor approach early and safely going around is part of the exercise.

Each practice attempt should help you improve your judgment. Over time, you will learn where to reduce the throttle, when to make the turns, and how much altitude your particular airplane needs to complete the pattern.

Practice from Different Positions

A real engine failure will not always happen at the ideal point in the landing pattern.

After becoming comfortable with a standard idle-power approach, practice beginning the glide from different safe positions around the field. Try it while flying across the runway, from the far side of the field, or shortly after completing a turn.

Always begin with plenty of altitude and keep power available.

The purpose is to practice making decisions rather than simply memorizing one approach. Ask yourself:

• Can the airplane reach the runway?
• Which direction requires the fewest turns?
• Is there a better landing area nearby?
• Would turning toward the runway place the airplane over the pits or spectators?

This kind of practice develops judgment, and good judgment is what saves airplanes when the engine really does quit.

Adjusting the Approach Without Power

During a normal powered landing, the throttle can be used to correct an approach that is too high or too low. During a dead-stick landing, that option may not be available.

If the airplane is too high, altitude can sometimes be reduced with gentle S-turns, a slightly longer pattern, or the careful use of flaps. These corrections should be made while there is still plenty of altitude.

If the airplane is too low, the options are much more limited. Avoid pulling back on the elevator in an attempt to stretch the glide. That usually slows the airplane and increases the chance of a stall.

Instead, reduce unnecessary turns, maintain the proper glide attitude, and choose the safest reachable landing area.

It is always better to land safely short of the runway than to stall while trying to reach it.

Know When to Abandon the Runway

Pilots sometimes become so focused on reaching the runway that they ignore safer landing areas.

If it becomes clear that the runway is no longer reachable, select another location immediately. Delaying the decision may leave the airplane too low to reach any suitable area.

Landing in taller grass may damage landing gear or scrape the covering, but it may still be much safer than stalling into trees, crossing the pit area, or attempting a sharp turn close to the ground.

Airplanes can be repaired or replaced. People cannot.

After the Airplane Is Down

Once the airplane has landed, do not immediately rush onto the runway or across the flying area.

Announce that the airplane is down and make sure other pilots know where it is. Wait until it is safe to retrieve the model.

Before flying again, determine why the power was lost. Check the fuel system, battery, wiring, connectors, propeller, engine, electronic speed controller, and radio system as appropriate.

Do not assume the problem corrected itself.

Practice Builds Confidence

Dead-stick landings become much less intimidating when pilots understand how their airplanes glide and have practiced reduced-power approaches.

The goal is not to make every landing perfect. The goal is to maintain control, protect people, select the safest landing area, and bring the airplane down with as little damage as possible.

A pilot who has practiced dead-stick procedures is far more likely to respond calmly when the engine suddenly goes quiet.

Fly safe — York RC Club.

Comments welcome.