Also worth throwing this out:
Who here has had an engine failure on takeoff?
Two. One due to double mag failure (partial power only). One due to a catastrophic failure of one of the cylinders.
Also worth throwing this out:
Who here has had an engine failure on takeoff?
Power is reduced or cut on every landing. .
One lesson to be learned is never take an intersection departure. Glad all ended well!
Dr. O;1606920 Statistically said:Statistics come from the masses. You don't have to be a part of those statistics. Like texting and driving. Just don't text and you won't be a part of that statistic.
Practicing and becoming proficient at the turn around will take you out of those statistics. Isn't that a great concept?
Practicing and becoming proficient at the turn around will take you out of those statistics. Isn't that a great concept?
Similarly, always back taxi when you can to use all the runway, like RWY 03 at FGU.
Would that be separately or together?
Maybe a dozen times... but they were all RC models. I did learn to push it over and land straight ahead after trashing half a dozen.Also worth throwing this out:
Who here has had an engine failure on takeoff?
Also worth throwing this out:
Who here has had an engine failure on takeoff?
Just wondering out loud...
How many pilots who have stalled, spun and died while attempting "The Impossible Turn" do you think would have described themselves as proficient in returning to the airport?
Until in the heat of battle they weren't, of course.
Right, I get what you mean, and have wondered the same.
We'll never really know.
But what I do know, after 50+ years of surviving various emergencies, is that being skilled in stall/spin recovery, steep turns, steep spirals, forced landings from all possible positions in the take-off profile, including the turn around when it is appropriate, has allowed my body to rotely fly the airplane while my brain calmly analyzed the situation and applied the correct action.
Of course, it is only my opinion, but it comes from a lifetime of experience.
Mostly in spam cans, btw.
One of the other owners in my airplane said that he could reliably turn back at 700AGL. I haven't yet attempted to duplicate his performance.It's always easy to say what you'd do when safe and sound, regardless of experience. Clutch city is another matter entirely. That's why they provoke military student pilots to see how they handle an emergency and get rid of many who can't cut it. It's also why, even with an instructor on board , the 180 is attempted and two die instead of one. Regardless of stall spin training, if it happens low and one tries the turn back, they die. Hard to turn back or recover at pattern height or lower except maybe in a cub or a tcraft type.
One of the other owners in my airplane said that he could reliably turn back at 700AGL. I haven't yet attempted to duplicate his performance.
Maybe a dozen times... but they were all RC models. I did learn to push it over and land straight ahead after trashing half a dozen.
Old school sim.
The other trick is to avoid the natural tendency to OVERBANK into a 40-45 degree bank, as that will reduce lift exponentially and cause you to drop FASTER. The impossible turn must be done in shallow banks.
That's interesting. Dave Rogers, a retired professor of aerospace engineering and a pilot (and a good friend of one of the instructors I've flown with) has done extensive theoretical and practical research into the impossible turn and says exactly the opposite--that the impossible turn becomes more possible (~75% success rate from 500 AGL) when you turn at a 45* bank just above stall speed.
Papers are at the bottom of this page: http://www.nar-associates.com/technical-flying/technical-flying.html
Stark reminder.
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20141016X33358&key=1
Tomorrow I will be attending the funeral of my CFI.
This is of course true. A 45 degree bank does NOT reduce lift "exponentially" whatever that means (as related to what?), it in fact reduces it by 30%. You don't have a prayer of making the impossible turn with a "shallow bank." You need the turn to be as tight as possible. Actually an even higher bank than 45 gets you back to the runway better but 45 degrees at 5% over stall was determined to be the best option for pilot skills, etc... in both his empirical and his practical experimentation.
Also worth throwing this out:
Who here has had an engine failure on takeoff?
Well, yes, a hammerhead into a split S, if that is appropriate.What about a hammerhead?