7 Replies
A risky and often fatal maneuver to turn back to the runway when an engine failure occurs shortly after takeoff because it can set you up for a stall/spin scenario at low altitude. More preferable options are landing straight ahead or off to the side of your climb out path.
www.airsafetyinstitute.org/RPS/impossibleturn
www.airsafetyinstitute.org/RPS/impossibleturn
Here is a related incident. In this one, the pilot elected to not push things and land in a field when he was on base.
https://www.aopa.org/news-and-media/all-news/2018/may/17/inside-a-p-51-engine-out-off-airport-landing
https://www.aopa.org/news-and-media/all-news/2018/may/17/inside-a-p-51-engine-out-off-airport-landing
Here is an excellent video on impossible turns, and how to avoid...
https://www.youtube.com/watch?v=m_tKShlf_gU&t=637s
https://www.youtube.com/watch?v=m_tKShlf_gU&t=637s
Depending on your location, a landing straight option (depending on your altitude) might be less desirable.
Our staff explored what might make the impossible turn more possible.
You can see this video and brief article here: https://www.aopa.org/news-and-media/all-news/2011/may/19/impossible-turn-practice-makes-possible
Our staff explored what might make the impossible turn more possible.
You can see this video and brief article here: https://www.aopa.org/news-and-media/all-news/2011/may/19/impossible-turn-practice-makes-possible
The Possible "Impossible" Turn is the title of a paper written 25 years ago by USNA aero engineering professor and Bonanza owner/pilot Dave Rogers about the return-to-landing maneuver in the opposite direction on the departure runway in event of an engine failure on climbout. The original paper published in the AIAA's Journal of Aircraft may be found here. A "popular" version of that paper more readable by those without a B.S.Eng (Aero) may be found here.
The level of risk is a function of the pilot's knowledge and skill. If you have studied the maneuver, learned it under the tutelage of a knowledgeable instructor proficient in the maneuver, regularly practice it at a safe altitude, and can discipline yourself not to attempt it when the necessary parameters are not met, the level of risk is minimal. OTOH, if you have merely heard or read about it, and try it for the first time by yourself in the actual event of an engine failure, we'll probably read both the accident report and your obituary.
In summary, while landing straight ahead or off to the side may be preferable in many or even most cases, in some cases there are no options ahead, and the turnback may be your best option if you have the necessary speed and altitude as well as the skill and proficiency to execute it properly. The only way that happens is if you do what it takes to make this a viable tool in your flying tool box, and that starts with proper training from a qualified and knowledeable instructor.
The level of risk is a function of the pilot's knowledge and skill. If you have studied the maneuver, learned it under the tutelage of a knowledgeable instructor proficient in the maneuver, regularly practice it at a safe altitude, and can discipline yourself not to attempt it when the necessary parameters are not met, the level of risk is minimal. OTOH, if you have merely heard or read about it, and try it for the first time by yourself in the actual event of an engine failure, we'll probably read both the accident report and your obituary.
In summary, while landing straight ahead or off to the side may be preferable in many or even most cases, in some cases there are no options ahead, and the turnback may be your best option if you have the necessary speed and altitude as well as the skill and proficiency to execute it properly. The only way that happens is if you do what it takes to make this a viable tool in your flying tool box, and that starts with proper training from a qualified and knowledeable instructor.
If not 1000' AGL, go basically straight out and look for a place to "crash" land.