And if they had hit the geese at 500' instead of 3000+?.
He would have made a slight turn to the right and landed straight ahead in the water.
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And if they had hit the geese at 500' instead of 3000+?.
And if they had hit the geese at 500' instead of 3000+?.
Or perhaps he may have made another runway on the field. Go jump in a A320 sim and see for yourself. I can ask a couple of mates who fly them to try it one day, if I remember.
BTW, my -6A had a FP three-bladed Catto...glided like crazy and I had to go around after the high altitude turnaround because I would have run off a cliff on the far end after I had used up all of the 5,000' runway trying to slow down!
I have also lived thru a partial engine failure at night on takeoff in a 152. I lost most of the power around 500ft AGL about the time I was starting my crosswind turn for downwind. Like JonJay, I put the ASI on best glide and continued my turn left on around and ended slipping some after the field was made. Lucky for my passenger and I, we were where we were in the climb, the engine went to a little above idle power and I had already began the turn. We had to pull the airplane back to the hangar.
To have landed straight out would have most likely killed us both because there was no good spot out there off the end for a landing not to mention it was pitch black dark.
Guess who the passenger was....Evelyn Bryan Johnson, 58,000+ hours. Last hour of night flying before my PP checkride back in the late 80's. Scared the poo out of her!
I'm not a CFI, I haven't landed an Airbus in a public waterway, and I didn't stay at a Holiday Inn Express last night, but in my glider flying (both as a student and CFI-G trainee), I've had plenty of simulated rope breaks (PT3) in the 200-300' range. I've also tried it in my CT at about 600ft AGL.This is how I was taught, and will use this procedure on any engine out;
Establish best glide
Find your field or landing area (you hope there is one out there!) and manuever toward it.
Troubleshoot if you have time but never give up the field and always fly the airplane.
If I have established best glide, and I can aquire the field behind me in confidence, I have enough altitude to turn back.
Turning from x-wind to downwind with partial power is not a turnback from an EFATO...
This highlights one of the problems with this discussion. What constitutes a turnback after EFATO versus flying back to the airport and landing.
So I have a question, why is everyone attempting these turnbacks at an airspeed close to stall? I would think a turn back at best glide, or even higher, would produce the least altitude lost. Close to a stall, the plane is in a mush with very poor glide ratio. This is a very inefficient way to produce the turning force necessary to bring the plane round. Granted a higher airspeed produces a greater turn radius, but I think turn radius is not the biggest worry,it is altitude lost. Maybe there is a math problem in here that will answer the question.
Someone brought this up earlier, but landing into the wind is critical.. A 10 knot wind and a 45 knot stall speed plus a 5 not margin means a 40 knot accident into the wind and a 60 knot crash down wind.
This is 50% increase in energy, I'll defer to the engineers, but energy is not directly related to survivability, I believe it is like lift, a log function... That means a lot less survivable.
\http://www.youtube.com/watch?v=ywuEUVZ3epo
All the talk about safety motivated me to practice. This was after 3 flights with simulations starting at 3800 AGL this week. I did not pull the prop control since the engine was providing idle thrust; these 2 issues have some degree of offset. I need to quantify in the future.
Dale
RV6a Hartzell c/s, Grand Rapids Sport SX (synthetic vision)