tb727 From United States of America, joined Jun 2005, 1697 posts, RR: 10
Reply 1, posted (2 years 5 months 2 weeks 4 days 20 hours ago) and read 5397 times:
Quoting mawingho (Thread starter): I have got the following questions, but I do not understand why the answer is C.
17. One of the basic rules following an engine failure immediately after take-off is:
a. always try to restart the engine.
b. immediately make a distress call.
c. never turn back to the runway.
A is not correct because you don't want to just automatically restart an engine, you want to run through a checklist and find out why it failed. You might be able to restart it but don't always assume you will be able to. In some cases you could make your problem worse by trying to restart a damaged engine.
B you are going to let them know you have had an engine failure and you will state your intentions at some point but it's aviate, navigate, communicate. Avoid terrain, get the situation under control, figure it out and go from there. You brief this all in the takeoff briefing so you have at least gone through it in your mind before every takeoff.
C you don't just turn back to the runway. You work your way through it and don't rush things. You will never just turn back to the runway so I think that is why the answer is C.
It's kind of a misleading/strange question but I guess they are trying to get you to think.
Fabo From Slovakia, joined Aug 2005, 1219 posts, RR: 1
Reply 2, posted (2 years 5 months 2 weeks 4 days 20 hours ago) and read 5388 times:
Quoting tb727 (Reply 1): C you don't just turn back to the runway. You work your way through it and don't rush things. You will never just turn back to the runway so I think that is why the answer is C.
This is true as well, but I would say that the main reason is that pilots underestimate altitude loss during a turn back to the runway, especially in singles and light twins.
That was one of the things that we were drilled in our ground course even for sailplanes, DO NOT attempt to turn back to the airport in case of propelling power loss (be it winch failure or rope damage). Unless you are absolutely sure you can turn around and sail back. Field in front of you is always first choice.
(I was told that part of this is that pilots dont realize the actual amount of direction change, they expect change of 180 degrees but it is more like 360 degree turn since you need to return to runway centerline)
The light at the end of tunnel turn out to be a lighted sing saying NO EXIT
vikkyvik From United States of America, joined Jul 2003, 10607 posts, RR: 26
Reply 4, posted (2 years 5 months 2 weeks 4 days 18 hours ago) and read 5331 times:
Quoting tb727 (Reply 1): It's kind of a misleading/strange question
It is, because choices A and B are positives, and C is a negative. I had to read them a few times to get it.
I'd hazard a guess at a few other reasons:
1.) You're in a relatively precarious flight regime. You're at a high pitch angle, low altitude, low speed, and you just lost half your thrust (on a twin). Ensuring you aviate first would be key. Establish the speeds and/or pitch angles you're supposed to establish in the event of an engine failure. Then figure out where you're currently going (nagivate). Then tell ATC (communicate).
2.) Restarting the engine is a checklist of its own, far as I know. With one pilot flying and the other running through the engine failure checklist, you can't be doing the restart procedure at the same time. Get your situation stabilized and then work on the solution.
3.) At a busy airport, the next airplane in line could have already lined up on the runway from which you just departed. Not a good situation if you turn around to land on that same runway, going the opposite direction.
CosmicCruiser From United States of America, joined Feb 2005, 2255 posts, RR: 15
Reply 6, posted (2 years 5 months 2 weeks 4 days 14 hours ago) and read 5218 times:
I would say yes it's for single eng ops. on a big jet you wouldn't need to be in a hurry at all. many folks have tried the 180 back over the years in single eng planes only to prove it won't work. i was taught this too when I was working on my PPL.
Mir From United States of America, joined Jan 2004, 22031 posts, RR: 55
Reply 7, posted (2 years 5 months 2 weeks 4 days 13 hours ago) and read 5199 times:
Quoting CosmicCruiser (Reply 6): many folks have tried the 180 back over the years in single eng planes only to prove it won't work.
The 180 turn back to the runway does work, but only if you have enough altitude to do so. If you lose your engine right after takeoff, forget about it, but once you've got something like 1500 feet below you, it might become a viable option.
7 billion, one nation, imagination...it's a beautiful day
This is wrong because, just after takeoff, you don't have enough time to be restarting. All you have time to do is put the nose down to achieve best glide speed, pick your field, secure the engine (throttle closed, mixture ICO, fuel pump off, fuel off, mags off), brace any pax and open the door, then land. No time to attempt a restart - it's not worth trying to get the engine going again but stalling or missing the field in the process.
Again, same idea as above. It's not a bad idea to squeeze out a call but it shouldn't be a priority. Also note that, at an airport, the controller will probably still have visual contact and will see you going down.
This is known as the impossible turn, and unless you have a *lot* of height (1,000 + at least - and at this point you will probably have turned away from the runway), you land ahead. Pick a field within a 60 degree arc right infront of you and land it there. Don't even think about the runway. If you try and turn back you'll probably stall it and kill yourself, or lose so much height that you can't make the runway. You may still be able to land safely in a field but now you're much lower, have less to play with and no longer hold any cards.
Quoting vikkyvik (Reply 4): 3.) At a busy airport, the next airplane in line could have already lined up on the runway from which you just departed. Not a good situation if you turn around to land on that same runway, going the opposite direction.
While it would be good airmanship to think about this it's not the reason that turnbacks are not recommended. As stated before it's the height loss sustained in the maneuver and the chance of stalling. Has killed many, many pilots (and their passengers), including someone I knew well.
skyhawkmatthew From Australia, joined Oct 2005, 201 posts, RR: 0
Reply 10, posted (2 years 5 months 2 weeks 3 days 15 hours ago) and read 4854 times:
Quoting bueb0g (Reply 9): Don't even think about the runway. If you try and turn back you'll probably stall it and kill yourself
This is what was drilled into my head in initial training.
A) It would be nice to get the engine running again, but hardly a 'basic rule'.
B) Again, it would be nice to make a distress call, but not a 'basic rule'.
C) NEVER, EVER attempt to turn back. Especially in the heat of the moment, you will attempt a very steep turn back to the runway, in a glide no less. You are very, very likely to stall and crash if you try and go back - a spin at this sort of altitude is unrecoverable. The 'basic rule' is to lower the nose to maintain best glide speed, select a field within 60° of your track, and set yourself up for a landing there. Then, and only then, begin troubleshooting/attempting to restart the engine (if there is time) and make a distress call.
Aviate (glide speed), Navigate (select a landing site and set up an approach), Communicate (MAYDAY).
wingscrubber From UK - England, joined Sep 2001, 856 posts, RR: 0
Reply 11, posted (2 years 5 months 2 weeks 1 day 12 hours ago) and read 4571 times:
Rule #1, fly the airplane. Radio calls and restart attempts are secondary.
Best tactic is to immediately trim for best glide if you've lost your only engine, or trim for a shallow(er) climb if you have 1 or more engines remaining. Some twins might not be able to climb on a single engine at all if they're overloaded.
As for turning back, this is a natural thing to want to do, but with low energy and low altitude this often results in a stall-spin-bodybag scenario. Plenty of pilots have been killed this way.
Starlionblue From Greenland, joined Feb 2004, 17264 posts, RR: 67
Reply 12, posted (2 years 5 months 2 weeks 23 hours ago) and read 4382 times:
Quoting skyhawkmatthew (Reply 10): C) NEVER, EVER attempt to turn back. Especially in the heat of the moment, you will attempt a very steep turn back to the runway, in a glide no less. You are very, very likely to stall and crash if you try and go back - a spin at this sort of altitude is unrecoverable.
Just for yucks, we tried the impossible turn today in a Cessna 172R. Simulated climbout at Vy. When the engine "fails", immediately put in full flaps, slow to best glide and do a one-eighty without stalling. I lost 180 feet. My instructor lost only about 100. And of course we weren't on centerline anymore.
Not saying it's a good idea at very low altitude but say you're climbing out and have reached 700-800ft... If you can stay cool it is doable, at least in this aircraft, although the risk of stalling and spinning under stress is very real. We had a few thousand feet under us so we knew we could recover.
"There are no stupid questions, but there are a lot of inquisitive idiots."