Dave, et al,

 

In a descent, the stall speed is different because the wing is not lifting the same weight as it would be in level 1-G flight.  However, that only accounts for the vertical component.  The hi-G turn (like 70 degrees of bank) is still adding sgnificant load to the wings.

 

In a slick airplane any drag is significant.  As I said, for me the safest thing to do on take off is clean up the airplane and achieve a decent speed in the climb (like 135 KIAS in a 320 - you can always trade excess speed for altitude if you dare).  Then, engine loss with a CS prop still turning should make one think about pulling it to coarse pitch soon.  In one experiment in my 320 near max gross weight, approximately zero thrust, at best glide speed and with the prop in a cruise pitch setting the descent rate was about 1500 fpm - at coarse pitch (about 42 degrees I think) the rate was reduced to around 500 fpm.  Yeah, that's significant. 

 

Practice, yes if you want to add this method ..... Keep the nose down and the speed up.  Notice that the spreadsheet allows for some numbers to be input to see how other things are affected.  In one example, even the calculated altitude loss for a 60 degree banked turn was only a few hundred feet.  But, I wouldn't generally try a turn back below 700 AGL.  I am just not that good and there are many aircraft configuration possibilities during a low altitude engine failure that further complicate things.

 

Just my opinion.......

 

Blue Skies,

 

Scott    

 

in scotts reply he includes a graph of stall speeds vrs bank in a level turn.remember this turn around maneuver is not level but descending so the stall speed doesn't increase as much as the graph but if you get ground rush and try to arrest the descent rate in the turn you will probably stall
more reason to practice at altitude and see if this is something you might want to include in your bag of tricks
dave
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