Relay-Version: version B 2.10 5/3/83; site utzoo.UUCP
Posting-Version: version B 2.10.1 exptools 1/6/84; site ihnp4.UUCP
Path: utzoo!watmath!clyde!burl!ulysses!mhuxj!ihnp4!cfiaime
From: cfiaime@ihnp4.UUCP (Jeff Williams)
Newsgroups: net.aviation
Subject: Re: Turning Back
Message-ID: <659@ihnp4.UUCP>
Date: Thu, 4-Oct-84 09:56:19 EDT
Article-I.D.: ihnp4.659
Posted: Thu Oct  4 09:56:19 1984
Date-Received: Fri, 5-Oct-84 05:34:27 EDT
References: <14163@lanl-a.UUCP>
Organization: AT&T Bell Labs, Naperville, IL
Lines: 47

I used to teach the turn back after 500 feet maneuver, at
altitude, and quit when several students spun the airplane.
The 25% stall/spin rate that was mentioned on the net is
probably quite accurate.

Just because you may fly a twin, don't think that this discussion
does not apply.  It does.  For an example, I was taking a 135
ride in a Grumman Cougar (GA-7, not an F9F-8) in Lincoln, Nebraska.
The examiner pulled the critical engine (naturally) on me after
liftoff, and while the gear was in transit.  Even at Vyse (single
engine best rate of climb), the poor airplane could not climb
on a 95 degree day.  I told the examiner that I would land 
straight ahead in a field by the airport.  The examiner suggested
that under the circumstances, he would do the same thing, but
even closer to the airport than I was going to "land."  It is
a sobering thought for the multi-engine drivers in the crowd.
Several weeks later, same runway, same airplane, different examiner,
and 20 degrees cooler, the airplane was easily able to climb on
one engine.  (This was on my multi instructor ride.)  It goes to
prove that you need to look at the performance charts and do some
preplanning before you fly.

This discussion brings up some other pet peeves about pattern
flying.   
	1.  You should fly downwind close enough to make the
		airport if you lose the engine.
	2.  You should fly the pattern in accordance with the
		recommendations of AIM Part 1, and Advisory
		Circular AC 90-48B.  (The AC is available free
		from the Feds.)
	3.  Strange maneuvers in the pattern should be avoided
		if at all possible.  (I have seen people do 
		aerobatics in the pattern, make low altitude
		turns into traffic while in the pattern, ignore
		traffic in the pattern, and get killed in a 
		mid-air collision in the pattern.)
	4.  Long final approaches should be avoided.
	5.  I teach a maximum of 30 degree bank in the pattern.
		If you use much less than 20 degrees, however, 
		your pattern gets quite wide.

If anyone wants the information on ordering the free Advisory 
Circulars, send me mail.

			Jeff Williams
			AT&T Bell Laboratories, Naperville, Ill.
			ihnp4!cfiaime