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