Proficient Pilot: Unintended consequences
Two rules for the turnaround
Such a presumably misguided maneuver has been labeled “the impossible turn” because it is claimed that the associated hazards make the turn almost impossible to accomplish safely.
My decades-long study of this subject as well as substantial flight testing led me to the inescapable—but some say, controversial—conclusion that although landing straight ahead is almost always the safest course of action, there are exceptions to the rule. There are occasions when turning around is the preferred option (see “Safety Spotlight: The Runway Behind You”.)
September 13, 2018, is when the FAA published Advisory Circular 61-83J and stated matter-of-factly that “flight instructors should demonstrate and teach trainees when and how to make a safe 180-degree turnback to the field after an engine failure.” With the stroke of a bureaucratic pen, the FAA decreed that the impossible turn was now possible. It condoned what previously had been shunned.
An unintended consequence of the FAA’s change of heart regarding a turnback to the airport is that some pilots—perhaps many—believe that turning back is now encouraged as an approved survival maneuver, that it is OK to make a low-altitude return to the airport following an engine failure shortly after takeoff. Nothing, however, could be farther from the truth, and my great fear is that such a misunderstanding will lead to an increase in turnback accidents and fatalities. This is because a pilot should not reverse course without first considering at least two critical rules.
Rule number one: A pilot should not consider turning around following an engine failure unless he genuinely believes it would be more dangerous to land straight ahead than to execute a steep turn near the ground while attempting to return to the airport. In most cases, continuing straight ahead is the wisest and preferable course of action and certainly is the easiest plan to execute. A straight-ahead forced landing into a narrow, rocky canyon or a heavily populated area are obvious exceptions, examples of when it might not be safer to land straight ahead.
Many pilots have difficulty resisting what seems an instinctive urge to turn around following an engine failure. They begin the turn without having any idea if they have the altitude and the skill needed to do it safely. The result often is a mushing stall or spin into oblivion. It is not unusual to see such a tragedy on the evening news, especially now that video cameras are so ubiquitous.
Rule number two: A pilot should not consider turning around without first having been trained to execute the turnaround maneuver and has the ongoing and recent practice needed to maintain skill and confidence. A low-altitude turnaround following an actual engine failure is extremely challenging and should not be attempted without first developing proficiency in the maneuver. I am willing to bet that those who have attempted to turn around and failed did not have the benefit of the training needed to skillfully perform the maneuver. The trouble is, where does a pilot get such training?
The FAA implies in AC 61-83J that flight instructors have an obligation to teach the turnaround maneuver. Unfortunately, it provides no guidance for such training. It does not mention, for example, that a 45-degree bank angle is typically required to execute the most efficient turnaround. It does not mention that almost 270 degrees of turn are required to return to the departure runway (even though the FAA’s Airplane Flying Handbook states that only 180 degrees are needed). The FAA apparently leaves it up to individual flight instructors to develop their own curriculum, and this often is based on misleading advice from unreliable sources. I believe it is critically important that the FAA convene a working group of industry experts to develop an effective and proven training curriculum.
Until a formal, peer-reviewed training program is developed, pilots might want to view my son’s webinar, Engine Failure After Takeoff, to learn about some of the elements and challenges involved. Brian is a captain for American Airlines and a highly regarded general aviation flight instructor. He produced this 75-minute webinar under the auspices of the National Association of Flight Instructors. While based largely on my study and research involving this subject, Brian brings it to life with video clips of in-flight demonstrations he conducted in a Cessna 172. The webinar discusses many important factors worth considering prior to takeoff. A link to his webinar is on the home page of his website, CaptainSchiff.com
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