Relay-Version: version B 2.10 5/3/83; site utzoo.UUCP Posting-Version: version B 2.10.1 (Tek) 9/26/83; site tekred.UUCP Path: utzoo!watmath!clyde!burl!ulysses!mhuxj!houxm!vax135!cornell!uw-beaver!tektronix!tekred!normb From: normb@tekred.UUCP (Norm Babcock ) Newsgroups: net.aviation Subject: Never Turn Back Message-ID: <134@tekred.UUCP> Date: Sat, 22-Sep-84 15:57:44 EDT Article-I.D.: tekred.134 Posted: Sat Sep 22 15:57:44 1984 Date-Received: Wed, 26-Sep-84 06:32:14 EDT Organization: Tektronix, Redmond OR Lines: 25 It seems that my question re engine failure on take-off generated a lot of interest, which is good if some pilots are asking themselves "Yea, what would I do, in my plane...". I got good advice from the net and mail. I plan (when the wx clears a little) to do lost power drills at 4-5000 feet, and note the altitude loss during various turn profiles. I'll post the results. There was brief discussion on flipping during stalling turns, (turning stalls?). Most a/c will flip opposite to the turn if you slip, because the outboard wing stalls first. A skid will produce inboard wing stall, dropping the inboard wing and making for some very steep bank attitudes. Of the two, skidding in a turn at low altitude is probably the most dangerous, for the following reason: if the outboard wing stalls, the a/c will have a tendency to roll level,providing more time to do something. If the inboard wing drops, it takes quick feet to prevent the perfect spin entry. Most good CFIs and old-time pilots say that if you do nothing else, keep the ball centered at all times. If some of you plan to mess around, I'd be interested in your results. As one person pointed out, it's a good excuse to go flying without having to decide on a destination. (Does this make us test pilots?) Norm