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
-----Original
Message-----
From: Lancair
Mailing List [mailto:lml@lancaironline.net] On Behalf Of Bill Kennedy
Sent: Thursday, 15 May 2008 8:39
AM
To:
lml@lancaironline.net
Subject: [LML] Re: Crash, fueling nozzles
and training
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.