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As a flight instructor that teaches this maneuver in a IVP I can say
that if you are considering doing this below 1500' in a IV/ IVP you should go
practice this at altitude and reevaluate your decision.
In a message dated 5/17/2008 8:53:37 P.M. Central Daylight Time,
vtailjeff@aol.com writes:
What
kind of airplane?
From 500'
AGL (with fixed pitch prop and engine running in idle) you have enough
time/energy to line up on the runway for a normal landing.
-----Original Message-----
From: Bill Kennedy
<bill_kennedy_3@hotmail.com>
To: lml@lancaironline.net
Sent: Fri,
16 May 2008 1:22 pm
Subject: [LML] Re: Turn back to the Airport after
engine failure
You're right, the turn won't be successful
started at 200' AGL. From 500' AGL (with fixed pitch prop and engine running
in idle) you have enough time/energy to line up on the runway for a normal
landing. My priorities are airspeed, continuous monitor; coordination, double
check a couple of times; bank angle, comfortable, no burble (approx 60); watch
for roll-out/reversal point; check configuration for landing.
My guess
is that most of the stall-spin events are caused, not by attempting to return
to the departure runway, but by not allowing the aircraft to glide. Even
"landing straight ahead" is going to result in a stall-spin, if the pilot
won't let the plane glide. Even timid pilots can practice the transition from
high-power climb to low/no power glide without risk.
To: lml@lancaironline.net
Date: Fri,
16 May 2008 08:20:13 -0400
From: Sky2high@aol.com
Subject: [LML] Turn
back to the Airport after engine failure
Bill and Dom,
Attached is an EXCEL spreadsheet to calculate data about turns -
just fill in the colored entry with the airspeed in Kts.
Using Dom's scenario: At 100 Kts and a 60 degree banked turn, the
turn rate is about 18 degrees per second or about 10 seconds to do
a 180. If your prop was left in coarse pitch, the rate of descent is
about 1500 fpm (100 KIAS is good enough since our Lancairs best glide is
about 105, depending). In 10 seconds it will have descended 250
feet, 50 feet below the surface of the planet - Oh, and it will still
be 500 feet off the runway centerline but the wreckage will be easy to find
since it will be so close to the airport.
Bill, your training may kill you by creating false hopes. Of
course, you do practice with the engine turned off, don't you? Prop in
coarse pitch?
Grayhawk
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
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.
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