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Path: utzoo!watmath!clyde!burl!ulysses!allegra!alice!rabbit!wolit
From: wolit@rabbit.UUCP (Jan Wolitzky)
Newsgroups: net.aviation
Subject: Re: Never Turn Back
Message-ID: <3152@rabbit.UUCP>
Date: Sat, 15-Sep-84 16:27:50 EDT
Article-I.D.: rabbit.3152
Posted: Sat Sep 15 16:27:50 1984
Date-Received: Tue, 25-Sep-84 02:08:06 EDT
Organization: AT&T Bell Laboratories, Murray Hill
Lines: 20

There's a world of difference between losing an engine at 500 - 800
feet on takeoff and having your instructor pull the throttle on
downwind.  In the latter situation you're probably 1000 feet up, going
in the right direction for a normal approach, and are probably in
stabilized, straight-and-level flight at or (more likely) well above
the normal approach speed.  In an engine failure on takeoff, you're
in a nose-high attitude, your airspeed and altitude are dropping,
in short, the situation is deteriorating rapidly and you've got to do
something RIGHT NOW.  The first, last, and always rule is FLY THE
PLANE.  By the time you've realized what's happening, gotten a normal 
glide established, gone through the restart drill, and looked around for
a good place to land, there's no way you'll have enough altitude to
turn and make the runway.  There's nothing that says you can't move a
little to avoid that building straight ahead (especially to land
in the cleared field to the side of it), but you're always better off
going in under control rather than spinning in on your nose.  Remember
too that the stall speed in a 60-degree bank is twice that of level
flight, and that any low-altitude 180 that you want to finish before
hitting the ground is going to be very steep.
	Jan Wolitzky, AT&T Bell Labs, Murray Hill, NJ