OK Bill – You’re on the take-off
R/W length 1000 metres (3280’). You’re at say, 200’ passing
100 KIAS Gear is UP, Flaps retracted – engine dead cuts. Where to?
I think your scenario is fine if you have a
significant amount of breathing gas under, but then – can you still make
the airfield?
Your scenario is seriously debatable, I
believe.
Cheers mate
Dom
VH-CZJ
-----Original Message-----
From: Lancair Mailing List
[mailto:lml@lancaironline.net] On Behalf Of Bill
Kennedy
Sent: Thursday, 15 May 2008 8:39
AM
To: lml@lancaironline.net
Subject: [LML] Re: Crash, fueling
nozzles and training
I practice these simulated engine
failure turns from time to time. I'd far rather land on or parallel to the
runway than in the whatever off the ends of the runway. There is a big
difference between a maximum performance turn at 100 KIAS and a 60 degree bank
turn. My experience suggests that the turn rate is so fast at max performance,
that timing the rollout becomes a problem. Max performance puts you on the edge
of a stall, so brain overload is a problem too. However, a 60 degree bank
produces a very brisk turn rate without overtaxing my brain. I can still hold
my 100KIAS and time my rollout perfectly.
To reiterate:
1. Max performance turns at low altitude suck.
2. 60 degree bank turns are easy if you maintain your airspeed.
3. Practice, or don't plan to do it for real. The key things are to maintain
your airspeed and keep the ball in the middle.
Almost all say they'd land "straight ahead". Almost all attempt to
return to the airport when it actually happens. The one's who don't practice
often die.
To: lml@lancaironline.net
Date: Wed, 14 May 2008 11:35:42 -0400
From: tom.gourley@verizon.net
Subject: [LML] Re: Crash, fueling nozzles and training
I can't dispute the results shown in
the video, but I gotta wonder. I understand that a steep bank with low
airspeed results in a high turn rate, i.e. completes the turn in the least
amount of time, but it leaves no margin for error. In a real engine
out situation, high pucker factor, probably distractions, maybe some
turbulence, lots of adrenaline, is a 60 degree bank with the stick
pulled back so that you're getting some stall buffeting really a good idea?
I don't think so; especially not in a Lancair, and probably not in several
other types of aircraft. A few years ago I watched the pilot of a Mooney
231 attempt to make a steeply banked turn to a runway after loss of power at
low altitude. (Yes, it turned out to be fuel exhaustion.) He was
trying to turn a total of 120 - 135 degrees. He had turned about 90
degrees when the right wing and nose dropped noticeably; a stall-spin
entry. He stopped the rotation immediately with opposite rudder
but was too low to fully recover. The impact was fatal. I
think an off airport landing with the aircraft under control would always be
better than an uncontrolled descent.
Yes, I realize an AOA would help
tremendously in this situation, assuming the pilot isn't completely paniced and
is capable of flying the AOA accurately. Training and practice sounds
like a good idea.