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grantr
Joined: 12 Sep 2007
Posts: 217
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 Posted: Tue Dec 09, 2008 1:19 pm Post subject: The turn-back following engine failure article |
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http://www.auf.asn.au/magazine/turnback.html
Just reposting the article for the list.
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slyck(at)frontiernet.net
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| Posted: Tue Dec 09, 2008 4:59 pm Post subject: The turn-back following engine failure article |
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fuel in the bowser?
let us not dwell upon that condition.....
BB
On 9, Dec 2008, at 4:19 PM, grantr wrote:
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pj.ladd(at)btinternet.com
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| Posted: Wed Dec 10, 2008 2:10 am Post subject: The turn-back following engine failure article |
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Just reposting the article for the list.>>
Thanks for that, Grant. Very good article.
I think there is a good case to be made that all pilots should start their
training in gliders. By the time they have gone solo they will have done
more take offs and landings and experienced more engine failures (cable
breaks) than the average power pilot will experience in his first 5 years
flying.
Just a thought
Pat
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jbhart(at)onlyinternet.ne
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| Posted: Wed Dec 10, 2008 6:04 am Post subject: The turn-back following engine failure article |
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At 10:10 AM 12/10/08 -0000, you wrote:
| Quote: |
I think there is a good case to be made that all pilots should start their
training in gliders. By the time they have gone solo they will have done
more take offs and landings and experienced more engine failures (cable
breaks) than the average power pilot will experience in his first 5 years
flying.
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Pat,
I believe this is good advice. It helps to overcome the tendency to hold
back on the stick to extend a flight. I remember when I was solo and
realized what I thought at the time was too low and too far away to make it
back to the airport. I had to force my self to let the stick go forward so
that I could increase ground speed. I made it with altitude to spare, and
after that, I never had one time I never had any problems with letting the
stick go forward.
Simulated rope breaks were great, and one learned to drop the nose and kick
it around in a hurry. One advantage in a glider is that you did not have to
worry about the airspeed indicator, as you could gage air speed from the
wind noise.
With the FireFly, I have had only one 180 back to the landing strip. The
447 iced up on takeoff. At about 250 feet the engine started to droop and I
kicked it around and luckily made a down wind landing is spite of turning
down wind. The second engine droop came here in Indiana on a very hot day.
Even though I was at a much higher altitude, I did not elect to return to
the airport as the VSI indicated I was in an area of high sink. Instead, I
headed for a corn stalk field and landed cross wind in with the rows close
to a house and road.
These procedures can be practiced at altitude, so that you can experience
the sudden deceleration and discover the importance of pilot reaction time.
Also one can get comfortable with making a tight bank at fairly low speed
with the nose seemingly pointed at the ground and the gentle leveling of the
wings and pull up. Also, one should practice during cold and warm weather to
experience the different handling characteristics.
As someone else has said, it is all about good energy management.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
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