WIND Base key point lower flaps Retract flaps Spiral over landing field Figure 8-29.  Remain over intended landing area. where it creates an undue hazard or an annoyance to persons  or property on the ground. actual emergency landings have been made and later found  to be the result of the fuel selector valve being positioned to  an empty tank while the other tank had plenty of fuel. It may  be wise to change the position of the fuel selector valve even  though the fuel gauge indicates fuel in all tanks because fuel  gauges can be inaccurate. 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 flying. Instruction in emergency procedures is not limited to  simulated emergency landings caused by power failures.  Other emergencies associated with the operation of the  airplane should be explained, demonstrated, and practiced  if practicable. Among these emergencies are fire in flight,  electrical or hydraulic system malfunctions, unexpected  severe weather conditions, engine overheating, imminent  fuel exhaustion, and the emergency operation of airplane  systems and equipment. In addition to flying the airplane from the point of simulated  engine failure to where a reasonable safe landing could  be made, a pilot should also receive instruction on certain  emergency cockpit procedures. The habit of performing these  cockpit procedures must be developed to such an extent that,  when an engine failure actually occurs, a pilot checks the  critical items that are 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—are  difficult during the 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 must be learned thoroughly and each step  called out to the instructor. The use of a checklist is strongly  recommended. Most airplane manufacturers provide a  checklist of the appropriate items.  [Figure 8-30] Critical items to be checked include the position of the  fuel tank selector, the quantity of fuel in the tank selected,  the fuel pressure gauge to see if the electric fuel pump is  needed, the position of the mixture control, the position of  the magneto switch, and the use of carburetor heat. Many  When the base leg is too low, insufficient power is used,  landing flaps are extended prematurely or the velocity of the  wind is misjudged, sufficient altitude is lost, which causes the  airplane to be well below the proper final approach path. In  such a situation, the pilot would have to apply considerable  8-27 Low Final Approach Faulty Approaches and Landings 