Impossible Turn Was Impossible

[CTLSi]

......

[designrs]

What's really interesting is that the pilot did not over control anything. He took the grass on the side of the runway. Crossed the without turning sharply, even going back off to the grass on the other side. He must have been pretty good on the stick (and/or damn lucky) not to flip on that soft grass or runway edge. Wow!

[dcotton]

This guy made an emergency landing after an engine out on takeoff yesterday.

http://www.dailymail.co.uk/travel/trave ... S-off.html

This was not the 180 turn around. Looks like he made a 90 turn and landed on an adjacent runway. Either way, good for him!

[CTLSi]

......

[3Dreaming]

This guy made an emergency landing after an engine out on takeoff yesterday.

http://www.dailymail.co.uk/travel/trave ... S-off.html

This was not the 180 turn around. Looks like he made a 90 turn and landed on an adjacent runway. Either way, good for him!

That's the point. It was an impossible turn that was impossible. Hence the title.

The turn he made was possible, otherwise he wouldn't have made the landing. The rest of us are smart enough to realize that he didn't try the impossible turn.

[CTLSi]

......

[SportPilot]

.......

[CTLSi]

......

[SportPilot]

.......

[snaproll]

OK - Time for my two bits again....
This impossible turn discussion has gotten interesting… The fact of emergency turns/landing has much more to do with pilot skills and what you are flying than the hypothetical altitude for the engine failure. This forum is about light sport aircraft and the flight characteristics of light sport – that is what I am addressing – not heavy wing loading aircraft. Take your aircraft up several thousand feet, cut the throttle, establish your glide, then practice 180’s and 360’s at various bank angles noting your altitude loss for each maneuver. Go higher and practice high speed stalls to get to know the feel and recovery room needed – get to know the airplane. Lastly, develop the instinct for pushing the stick or wheel forward with the slightest sputter of the power plant. Maintaining speed is paramount, and every second of delay cost glide range.

I grew up in this business, was doing inverted flights under bridges at 16, loops, rolls, snap rolls, hammerheads, etc. When checking out or testing a new bird, I routinely put the aircraft through its paces, stalled at every possible combination of weight and balance, did multiple high speed stalls, etc. to the point of becoming intimate with the aircrafts characteristics. Unfortunately, most pilots don’t push their aircraft to the edge of the envelope and don’t thoroughly understand what the aircraft is capable of. I am not advocating everyone push the envelope, but I do recommend practicing emergency landings, understanding what the aircraft and pilot can actually do, and get an actual feel for the sink rate at various speed and bank combinations. Based on practicing emergency maneuvers, each pilot can establish their own “comfort zone” for emergency landings, establish what their safe altitude is for making turns, and gain confidence in their abilities.

And yes, I have 5 engine failure under my belt and have never scratched and airplane, two on field and three off field. And I am very sure that certain forum members will criticize what I have written – goes with the territory.

[CharlieTango]

OK - Time for my two bits again....
This impossible turn discussion has gotten interesting… The fact of emergency turns/landing has much more to do with pilot skills and what you are flying than the hypothetical altitude for the engine failure. This forum is about light sport aircraft and the flight characteristics of light sport – that is what I am addressing – not heavy wing loading aircraft. Take your aircraft up several thousand feet, cut the throttle, establish your glide, then practice 180’s and 360’s at various bank angles noting your altitude loss for each maneuver. Go higher and practice high speed stalls to get to know the feel and recovery room needed – get to know the airplane. Lastly, develop the instinct for pushing the stick or wheel forward with the slightest sputter of the power plant. Maintaining speed is paramount, and every second of delay cost glide range.

I grew up in this business, was doing inverted flights under bridges at 16, loops, rolls, snap rolls, hammerheads, etc. When checking out or testing a new bird, I routinely put the aircraft through its paces, stalled at every possible combination of weight and balance, did multiple high speed stalls, etc. to the point of becoming intimate with the aircrafts characteristics. Unfortunately, most pilots don’t push their aircraft to the edge of the envelope and don’t thoroughly understand what the aircraft is capable of. I am not advocating everyone push the envelope, but I do recommend practicing emergency landings, understanding what the aircraft and pilot can actually do, and get an actual feel for the sink rate at various speed and bank combinations. Based on practicing emergency maneuvers, each pilot can establish their own “comfort zone” for emergency landings, establish what their safe altitude is for making turns, and gain confidence in their abilities.

And yes, I have 5 engine failure under my belt and have never scratched and airplane, two on field and three off field. And I am very sure that certain forum members will criticize what I have written – goes with the territory.

Good post thanks,

Personally I find that when I am in 'getting to know' mode, getting to know my CTSW in the high sierra that I quickly come up against the 30 degree pitch limitation. The short coupled SLSA can easily do canyon exits, rotor upset recoveries, terrain contour approaches, ... etc.

These things are good to practice for the kind of flying I do but If you talk about it on a forum you are quickly told that a chute is required and aerobatic training is what is called for. I can get my hands on an Aerobat or Citabria and do the same things but that isn't as good as doing the same in my CTSW.

/my little rant

[CTLSi]

.......

[MrMorden]

Acrobatics:




Aerobatics:

[CharlieTango]

Acrobatics:




Aerobatics:

Aero can be referred to as Aero or Acro.

Acro, as defined by your images is never referred to as Aero.

[Merlinspop]

Aero can be referred to as Aero or Acro.

Acro, as defined by your images is never referred to as Aero.

The FARs and other FAA docs are not consistent and use both terms, while clearly meaning the same thing. Unfortunately.