Wve all talked about it. Some of us have tried it. Most of us couldn't do it. What is "it" you ask? The impossible turn -- the 180-degree turn back to the runway after an engine failure. What would you do if confronted with this situation at 200 feet AGL? How about 500 or 1,000 feet? Most CFIs and POHs tell pilots to land straight ahead, not to try and turn back.
On August 27, 2001 a homebuilt Sky Raider II taking off from New Smyrna Beach, FL lost engine power about 200 feet AGL. The pilot attempted to turn back to the runway, his airspeed decayed, the airplane subsequently stalled and dove straight into the ground. The pilot was killed, and a passenger was seriously injured. The NTSB determined the cause of this accident to be the pilot's failure to maintain airspeed while performing an emergency maneuver, which resulted in a stall and uncontrolled descent.
The next topic for discussion is weather. Specifically, what is the best way to teach it? Do you take your students up and actually show them a thunderstorm? Have you ever flown in moderate turbulence with a student? Are today's new pilots prepared for any kind of weather? Give us your best thoughts on the weather. Please keep your comments short and to the point, and include your name and the city and state where you instruct. E-mail your opinions or send them to the AOPA Air Safety Foundation, "ASF Hangar Talk," 421 Aviation Way, Frederick, Maryland 21701. Remember, there are more than 80,000 CFIs in this lounge. Make your insights stand out.
Remembering back to basic aerodynamics, when an airplane is turned, the vertical component of lift is reduced, thus overall lift is lost. Therefore, if a turn is initiated, and there is a lack of excess thrust (remember, the engine has failed), the plane will descend. At 200 feet AGL, you have no room for error.
On August 1, 2002 a Grumman Tiger experienced engine problems after takeoff, and witnesses observed the airplane in a steep 45-degree left bank before it descended into a cornfield. The pilot was killed on impact. There were several clear fields both in front of and on either side of the departure path. NTSB cited the improper decision of the pilot to try and return to the airport with inadequate altitude remaining, and his failure to maintain air speed as contributing causes of this accident.
According to the FAA's Airplane Flying Handbook, "If an actual engine failure should occur immediately after takeoff and before a safe maneuvering altitude is attained, it is usually inadvisable to attempt to turn back to the field from where the takeoff was made. Instead, it is safer to immediately establish the proper glide attitude, and select a field directly ahead of or slightly to either side of the takeoff path." The tricky part is defining "safe maneuvering altitude." Most people would say the minimum would be 500 feet AGL, just about the altitude where most people start their turn to crosswind. How much altitude do you think you would need to make the runway safely?
The best way to answer that question is try it. Now, nobody is suggesting simulating an engine failure right after takeoff- close to the ground. However there is a way. First, find your local instructor and go out to the practice area. Climb to a safe altitude (at least 3000 feet AGL) and set that altitude as a hard deck. Establish yourself in a takeoff configuration, have your instructor simulate an engine failure at different altitudes above your hard deck -- 200, 500 and 1,000 feet would work well. Once your engine has "failed" you can practice making the 180-degree turn back to the runway. See how much altitude you would need to complete the turn safely before reaching your hard deck.
For more information about maneuvering flight and its hazards, see ASF's Safety Advisor, Maneuvering Flight , as well as ASF's Special Report on Stalls and Spins.
This accident report as well as others can be found in ASF's Online Database.
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