I get frustrated with people insisting that a pilot should never turn back to the runway. It really depends on the aircraft, wind conditions, and pilot skill.
Good one. You said you did a 45 degree bank in making your turn back turns but not too much discussion of how much lowering nose. In gliders, we always practice tow rope breaks with serious turn back turns. Maybe would be helpful for power pilots to understand that the nose needs to be lowered also as your plane is now a glider when the engine stops.
Scott mentioned his indicated speed. Are you asking how much he lowered the the nose on the horizon to achieve those speeds? I agree that would be helpful. Something like “I lowered the nose 2” on the horizon to get my 80mph indication then lowered it another inch to get 70mph indicated”
Scott when I was a Army flight instructor at Ft Rucker, Hueys, I worked on my airplane ratings at the Enterprise Airport in my spare time. When I was working on my commercial rating we used a Piper Arrow. My instructor showed me how to do a simulated engine failure after T/O at 400 agl. He would retard the throttle to idle, get the nose down and started turn back, you had to reach under left seat to hold the lever up that would allow the gear to drop on its own so the gear would not extend, once you had the runway made release the lever, flaps to 30 and land. I got to do it several times practicing and then a couple of times by surprise. Worked every time. I think it helped as we did lots of 180 autorotations to the ground in the Hueys back in those days which was a very steep, high rate of descent maneuver that made the return to runway t/o engine failure in the Arrow seem not so drastic. I hope my instructor back then is still alive, as he also liked to do simulated engine failures to the ground when a runway or grass strip was available. By the way I got hired by AAL back in 1986, with only 350 FW hours and 2961 Huey hours an made Captain on the 72 & 73 before retiring. DCA based.
On the Cherokees, Grummans and Cessnas i taught EFATO and turnbacks, first i put a blue line on Vglide speed. Used a bit under blue line for turnback at 45 degr. banks. Pilots loved it. They used it on take off and landings reference and all flights. Better to mark normally used airspeeds, just like twin engine airplanes have those line for quick reference under pressure. You dont need to remember those important speeds, just look, they are marked before. Safer way to practice or do the real emergency.
Used flaps to fly from Craig Colo. to Worland Wyo. to jump the fence at the end of the runway. Cherokee 140, hot july day, full tanks and three brothers. Wow somebody was helping me again.
Here is a tip, especially when you and Juan come here to Alaska, at a non-towered airstrip, off-set your departure so your turn back to the runway is less than the 200 degree teardrop back to the runway...especially then there is alder brush every ware. Like you last turnback.
I practice this regularly in my Eurofox (Towplane) and at 9:1 glide it's amazing how regularly we wouldn't make the field back after dropping a glider off. I have plenty of landout fields marked just incase ! I also practice dead stick landings from 1000 - 2000ft (after cooling the engine of course) There are still too many accidents from engine failure because of lack of practice. Everything you go flying you should always practice something and not just fly from A-B for an expensive coffee 🤠
In 1978 learning to fly in a Cessna 150 my instructors where adamant that I never turn back period. I wasn't convinced but never was allowed to practice. I believe in turning back in the right circumstance and the right plane. I think the c150 could have. I never cared if I landed on the runway, near the runway, across the runway. I just wanted to try and practice the impossible turn and land somewhere at the airport. We had a 3000 ft strip as well. I would love to see someone practice in a C150 just for the heck of it. I don't fly anymore at any rate. Thanks for the demonstration Scott.
G'day, If you care to go and take some Sailplane Training, the Aerotowed Schools will teach you Rope-Break Procedures, consisting your Instructor demonstrating Turnbacks from 400 & 300 & 200 Ft - involving a full 360, a 270, & a 180 Degree version ; depending on how high the Towrope is let go. It's only an impossible turn if begun too low, too slow, made too steeply or if one attempts to stretch the Glide. Looking back I find that I was made to land back on the Runway from 350 ft, 250 ft, 250 ft, & 400 Ft ; but that was in a Blank L-13, with about a 38:1 Lift/Drag (Glide) Ratio. Scott's Husky probably sinks at about twice that rate (?). Such is Life, Have a good one... Stay safe. ;-p
@@lessharratt8719 Cool, Have a good time enjoying the Husky..., they certainly look to be lots of fun. Are there any which aren't painted Yellow & Black (?), or are they all decorated as escapees from a Swarm of Wasps ? (lol). Have a good one... Stay safe. ;-p Ciao !
I remember hearing that sailplane training was an excellent thing to include in your flying education. I can imagine it could give more sensitivity to the effects of the winds and show how better to manage an aircraft in the advent of any changes in winds or other weather conditions.
7ECA Citabria with no flaps... we get a lot of practice bleeding off and/or managing energy by slipping. Gives another tool to deal with the A/S winding up throughout the turn.
Constantly practice. I've lost power on take-off in my Starduster II biplane at 700' agl at a fly-in, 1,000' agl in my Pitts Special S1S when I purchased it and at ~300' agl in my Fathers Quicksilver II ultralight and at ~700' agl in our Rans S12. Made a 180+ turn each time to a great down wind landing. It was close though. I wouldn't do it for fun. Practice, practice, practice...
Was practicing this with my instructor a couple weeks ago in an archer. No wind, no traffic, uncontrolled airport with crossing runways. Found that at 800 with a simulated failure I could easily make the 180 and if the runway was short I'd need to slip it to keep from running out of room on the far end of the runway. It was great practice and a lot of fun, using flaps, no flaps. Need to go up and higher and see if I can do it in 500 ft.
Very nice Gump. As with crop dusting, the slight offset downwind allows useful headwind component in the turnback for less radius of turn so as to be lined up with the runway rather than at an overshoot the centerline angle. All of my actual forced landings were from cruise in ground effect or it quit on pull up out of the field, but Wolfgang's law of the roller coaster makes it work out the same. Airspeed is altitude and altitude is airspeed. That being said I'm not suggesting a turnback from low altitude without cruise airspeed zoom reserve for the energy management turn back. I see the danger of the turnback as an airspeed problem rather than an altitude problem because maneuvering flight without zoom reserve in airspeed is very dangerous.
Yes..Push down nose first, turn to a headwind, never a tailwind, then to 45 degrees bank at a bit under Vglide, flaps and i used to cut mixture too if too high. Then call. Cherokees.
From a Vy climb, steep because of low speed used on that airplane- and high angle, you can troubleshoot first with sim change tanks, carb heat, lean the mixture and check seat belt tight too if, then turnback. Good to troubleshoot, specially on the most common fails of partial power. Most engine fails are partial power initially, but pilot kept going forward, froze on controls and didnt trouble shoot the engine- and let it die. Thousands of airplanes lost that way crashing outside the airport after losing power on take off at over their "Turnback Altitude". Most get serious injuries and lawsuits for damages to others. Learning turnbacks well could have avoid all those big problems.. But.. Some clods still say not to learn any hard maneuvers needed. Because they are hard. Clods say not to exercise too. Who you listen to will make your future life good or bad.
I am interested in this practice comparing some similar planes to see how perhaps the airfoil effects this maneuver. I wonder how a Taylorcraft would compare with say a Chief? Or aircraft using the Riblett airfoils vs. more traditional ones for glide ratios and sink rates. I think the value in not using intersection take-offs as you have pointed out and using short field techniques as a standard measure make sense. While this is a great demonstration, I think the value is limited to STOL and LSA flying lawn chairs like I own. Love the show!
Different aircraft behave differently, and conditions will vary for a given take-off (with engine failure), but this video made it very clear to me how important practice is in a specific plane to consider turning back with an early failure.
Thanks for a ride in the Husky. I am looking forward to next summer for a photo op with you and Juan, and your Husky twins. Wait, what? 2 Husky’s. Huskies? Yes. Taking the dog for a walk.
Nice demo. I have practiced the turn back over the past year - and found going to full flaps immediately into the turn after engine failure, (with the nose down), and 60 degree bank, gave me a tighter turn radius to get me back to the runway alignment phase. The Husky can do this maneuver without stall threat and the loss of altitude is minimal with the full flaps introduced because one can turn at a slower airspeed - hence less distance away from the runway alignment.
Great job on the take-offs! Didn’t see one tail bang, but close like it’s supposed to be. You’ll get comfortable getting the flap handle off the floor, might save a few feet, if you care. Don’t burn in the tear drop, I’m sure you’ve had time to thing about the wind you described. Be sure to compare to a calm day. Great job Scott, keep it up!!!
The Husky is such a capable aircraft and yours is a beautiful example of the build. Speaking only an aviation enthusiast and some-time sim pilot, I really enjoy watching your vlogs and have learned a lot from them. I have a question re something I spotted on the underside of the port wing on your Husky; what is the purpose of the barber-pole striped V devices? Just curious! Best wishes from across the pond. 🇬🇧
Darren. Those are the hinge points for the Fowler Flaps. They stick out quite far and are perfectly spaced to catch your head on as you pass by. The barber pole and rubber on the end are supposed to catch your attention and make a bump not as bloody.
Thanks for sharing. Being the consummate rookie, am not well versed on flaps. My gut sense is there might be a point at which you could lose too much energy b/c you might be going too slow? What about if you had a load? - then your parameters would change. Would you have to be more careful about how steeply you turn depending on airspeed and flaps? That's a nice Husky. Appears to be very versatile. Good luck and smooth sailing ~
Thanks for doing that Scott, good idea!, I've been practicing it at altitude in my Cessna 150 with no flaps and really found it easy to do a 360 degree turn and only lose 100 to 150 feet, 60 degree bank. So I hear all about never try the impossible turn but the wing loading is the key isn't it? I also do the trick Kurt mentioned, take off at an angle so that I have less turning to get back in line with runway. Plus in my case I have friendly looking fields off to the side and nothing but trees dead ahead.
Remember to add at least 10 seconds of unexpected “what happened” time, before you turn back. This would most likely change the decision, and or results. I’ve seen too many auger in videos! I say go +- straight ahead to save the important guy in the seat.
Generally, experience shows that the average delay time for a trained person is 3-5 seconds. This is one in a series of Turnback videos I've done, I suggest it might be a good idea to watch those. Thanks for watching.
As always I appreciate your videos. Personally I think it be really important for me to get the aircraft turned around. Then I can manage the distance down the Runaway by slipping the airplane as aggressively as needed and or also S turns as needed.
Hi Scott, one question: Where from comes the idea of dropping the flaps in takeoff run? Why not setting the flaps from beginning? Ok, they produce (more) drag, but producing (more) drag means producing (more) lift. If you drop the flaps while running you need to hit the exact moment in time; if you set the flaps from beginning the lift will be there automaticly , when it is the right time. This method is described in the POH of SOCATA Rallye, nice 4-seater STOL-Plane from France. Enjoying your Videos!
Scott, I noticed you go from 20° to 30° flaps in the turn from base to final. I almost always add flaps in the downwind to base turn. I've heard people say over the years to never make a configuration change in a turn. Thoughts?
You could slip it once you have the field made. The banana climbs at such a high speed that at 500 feet you are much further from the end of the runway in (as you said) a high wing loaded airplane. If you ever tried a high speed pitch out in a T38 and attempted to use idle power all the way around you needed an extra 100 kt and it sinks like a coal stove thrown out a window.
Probably a bad idea to actually stop the engine to test this (probably?), but have you considered the thrust from an idling engine....or more accurately how much more drag would be on a stopped engine/prop? I'm also ex USAF/retired big airline, but haven't flown small airplanes for a long, long, long time.
Impossible turn in some aircraft isn’t impossible for others. I’m surprised you didn’t talk about slipping to get it down on the turn back? Didn’t talk much about air speed and bank angle ether?
I've done LOTS of videos on this, I'm not going to repeat myself every time. If you're not aware of them, look for them on my channel. Throwing shade like this is poor form.
Do you need to worry about engine temperature when you power back to idle for the simulated engine failure and then power back up for the go around? Seems like you're going from hot on the initial climb out to cold on the simulated failure to hot again on the go around. Also... Nice to hear from an F15 pilot that it's a lot of fun to fly a Husky. Those are two very different airplanes. Nice to know that the one that's within reach of ordinary folks like us is both fun to fly and gives you a variety of landing options if the engine fails.
You should try aerobatic flying. Hot & cold all the time during low & high speed maneuvers. Cold starts in extremely cold weather is much worse on an engine. Running it hard is not all bad for it.
It seems to me, a successful turn back manure depends on at least 4 variables, altitude, airspeed, wing loading of the type of aircraft, and pilots level of practiced skill, in that aircraft. Then there’s winds and direction, air traffic, communication, if possible, etc. Sounds pretty sketchy. I wouldn’t want to have to do it under the duress of an actual engine out, like Edward Frye had to do. Fortunately for Edward, there were 2 runways in a scissor layout. I think he did almost everything right, and he was very lucky, considering the horrible luck he had before and leading up to the engine out on takeoff.
I get frustrated with people insisting that a pilot should never turn back to the runway. It really depends on the aircraft, wind conditions, and pilot skill.
Good one. You said you did a 45 degree bank in making your turn back turns but not too much discussion of how much lowering nose. In gliders, we always practice tow rope breaks with serious turn back turns. Maybe would be helpful for power pilots to understand that the nose needs to be lowered also as your plane is now a glider when the engine stops.
That just seems incredibly important.
Scott mentioned his indicated speed. Are you asking how much he lowered the the nose on the horizon to achieve those speeds? I agree that would be helpful. Something like “I lowered the nose 2” on the horizon to get my 80mph indication then lowered it another inch to get 70mph indicated”
Scott when I was a Army flight instructor at Ft Rucker, Hueys, I worked on my airplane ratings at the Enterprise Airport in my spare time. When I was working on my commercial rating we used a Piper Arrow. My instructor showed me how to do a simulated engine failure after T/O at 400 agl. He would retard the throttle to idle, get the nose down and started turn back, you had to reach under left seat to hold the lever up that would allow the gear to drop on its own so the gear would not extend, once you had the runway made release the lever, flaps to 30 and land. I got to do it several times practicing and then a couple of times by surprise. Worked every time. I think it helped as we did lots of 180 autorotations to the ground in the Hueys back in those days which was a very steep, high rate of descent maneuver that made the return to runway t/o engine failure in the Arrow seem not so drastic. I hope my instructor back then is still alive, as he also liked to do simulated engine failures to the ground when a runway or grass strip was available. By the way I got hired by AAL back in 1986, with only 350 FW hours and 2961 Huey hours an made Captain on the 72 & 73 before retiring. DCA based.
Good pilots are easy to hire.
fun watching a master at work
On the Cherokees, Grummans and Cessnas i taught EFATO and turnbacks, first i put a blue line on Vglide speed. Used a bit under blue line for turnback at 45 degr. banks. Pilots loved it. They used it on take off and landings reference and all flights. Better to mark normally used airspeeds, just like twin engine airplanes have those line for quick reference under pressure. You dont need to remember those important speeds, just look, they are marked before. Safer way to practice or do the real emergency.
That was amazing to see Scott when you dropped the flaps and went airborne beautiful plane..
You certainly have a beautiful airplane Scott. Thanks for the helpful video!
Used flaps to fly from Craig Colo. to Worland Wyo. to jump the fence at the end of the runway. Cherokee 140, hot july day, full tanks and three brothers. Wow somebody was helping me again.
Good video Scott!
Here is a tip, especially when you and Juan come here to Alaska, at a non-towered airstrip, off-set your departure so your turn back to the runway is less than the 200 degree teardrop back to the runway...especially then there is alder brush every ware. Like you last turnback.
Another great video mr.Perdue...I bet you are really liking your new Husky....enjoy sir .
When I flew with Jim Rood at Kotzebue AK he always would touch down tailwheel first.
I practice this regularly in my Eurofox (Towplane) and at 9:1 glide it's amazing how regularly we wouldn't make the field back after dropping a glider off.
I have plenty of landout fields marked just incase !
I also practice dead stick landings from 1000 - 2000ft (after cooling the engine of course)
There are still too many accidents from engine failure because of lack of practice.
Everything you go flying you should always practice something and not just fly from A-B for an expensive coffee 🤠
In 1978 learning to fly in a Cessna 150 my instructors where adamant that I never turn back period. I wasn't convinced but never was allowed to practice. I believe in turning back in the right circumstance and the right plane. I think the c150 could have. I never cared if I landed on the runway, near the runway, across the runway. I just wanted to try and practice the impossible turn and land somewhere at the airport. We had a 3000 ft strip as well. I would love to see someone practice in a C150 just for the heck of it. I don't fly anymore at any rate. Thanks for the demonstration Scott.
G'day,
If you care to go and take some Sailplane Training, the Aerotowed Schools will teach you Rope-Break Procedures, consisting your Instructor demonstrating Turnbacks from 400 & 300 & 200 Ft - involving a full 360, a 270, & a 180 Degree version ; depending on how high the Towrope is let go.
It's only an impossible turn if begun too low, too slow, made too steeply or if one attempts to stretch the Glide.
Looking back I find that I was made to land back on the Runway from 350 ft, 250 ft, 250 ft, & 400 Ft ; but that was in a Blank L-13, with about a 38:1 Lift/Drag (Glide) Ratio.
Scott's Husky probably sinks at about twice that rate (?).
Such is Life,
Have a good one...
Stay safe.
;-p
@@WarblesOnALot I really wish I could. Thanks for the reply. I am just about ready to find someone with a husky and pay them for an hour or so.
@@lessharratt8719
Cool,
Have a good time enjoying the Husky..., they certainly look to be lots of fun.
Are there any which aren't painted Yellow & Black (?), or are they all decorated as escapees from a Swarm of Wasps ?
(lol).
Have a good one...
Stay safe.
;-p
Ciao !
A skilled aerobatic pilot could do surprising things with a 150.
I remember hearing that sailplane training was an excellent thing to include in your flying education. I can imagine it could give more sensitivity to the effects of the winds and show how better to manage an aircraft in the advent of any changes in winds or other weather conditions.
7ECA Citabria with no flaps... we get a lot of practice bleeding off and/or managing energy by slipping. Gives another tool to deal with the A/S winding up throughout the turn.
Constantly practice. I've lost power on take-off in my Starduster II biplane at 700' agl at a fly-in, 1,000' agl in my Pitts Special S1S when I purchased it and at ~300' agl in my Fathers Quicksilver II ultralight and at ~700' agl in our Rans S12. Made a 180+ turn each time to a great down wind landing. It was close though. I wouldn't do it for fun. Practice, practice, practice...
Was practicing this with my instructor a couple weeks ago in an archer. No wind, no traffic, uncontrolled airport with crossing runways. Found that at 800 with a simulated failure I could easily make the 180 and if the runway was short I'd need to slip it to keep from running out of room on the far end of the runway. It was great practice and a lot of fun, using flaps, no flaps. Need to go up and higher and see if I can do it in 500 ft.
Very nice Gump. As with crop dusting, the slight offset downwind allows useful headwind component in the turnback for less radius of turn so as to be lined up with the runway rather than at an overshoot the centerline angle. All of my actual forced landings were from cruise in ground effect or it quit on pull up out of the field, but Wolfgang's law of the roller coaster makes it work out the same. Airspeed is altitude and altitude is airspeed. That being said I'm not suggesting a turnback from low altitude without cruise airspeed zoom reserve for the energy management turn back. I see the danger of the turnback as an airspeed problem rather than an altitude problem because maneuvering flight without zoom reserve in airspeed is very dangerous.
Yes..Push down nose first, turn to a headwind, never a tailwind, then to 45 degrees bank at a bit under Vglide, flaps and i used to cut mixture too if too high. Then call. Cherokees.
Good to see you learning new tricks and having fun.
From a Vy climb, steep because of low speed used on that airplane- and high angle, you can troubleshoot first with sim change tanks, carb heat, lean the mixture and check seat belt tight too if, then turnback. Good to troubleshoot, specially on the most common fails of partial power. Most engine fails are partial power initially, but pilot kept going forward, froze on controls and didnt trouble shoot the engine- and let it die. Thousands of airplanes lost that way crashing outside the airport after losing power on take off at over their "Turnback Altitude". Most get serious injuries and lawsuits for damages to others.
Learning turnbacks well could have avoid all those big problems.. But.. Some clods still say not to learn any hard maneuvers needed. Because they are hard. Clods say not to exercise too. Who you listen to will make your future life good or bad.
I sure like you and Brownies husky vids.
Thank You
Your demo today shows the maneuverability of the STOL planes. That looks like a fun plane to fly. There are benefits for flying slower.
I am interested in this practice comparing some similar planes to see how perhaps the airfoil effects this maneuver. I wonder how a Taylorcraft would compare with say a Chief? Or aircraft using the Riblett airfoils vs. more traditional ones for glide ratios and sink rates. I think the value in not using intersection take-offs as you have pointed out and using short field techniques as a standard measure make sense. While this is a great demonstration, I think the value is limited to STOL and LSA flying lawn chairs like I own. Love the show!
Different aircraft behave differently, and conditions will vary for a given take-off (with engine failure), but this video made it very clear to me how important practice is in a specific plane to consider turning back with an early failure.
Thanks for a ride in the Husky. I am looking forward to next summer for a photo op with you and Juan, and your Husky twins. Wait, what? 2 Husky’s. Huskies? Yes. Taking the dog for a walk.
Good practice
I did a 500 foot turn back and had room and time to make the landing in my Zenair 601 HDS with only me in the plane
Excellent, good time for this.
Nice demo. I have practiced the turn back over the past year - and found going to full flaps immediately into the turn after engine failure, (with the nose down), and 60 degree bank, gave me a tighter turn radius to get me back to the runway alignment phase. The Husky can do this maneuver without stall threat and the loss of altitude is minimal with the full flaps introduced because one can turn at a slower airspeed - hence less distance away from the runway alignment.
Good pointer!
I think you need to add a count to at least 3 and probably 5 to better simulate the surprise factor and initial decision making time.
You’re a lucky man to have these two very different aircraft at your disposal. So many missions to contemplate.👍🏼👍🏼
Great job on the take-offs! Didn’t see one tail bang, but close like it’s supposed to be. You’ll get comfortable getting the flap handle off the floor, might save a few feet, if you care. Don’t burn in the tear drop, I’m sure you’ve had time to thing about the wind you described. Be sure to compare to a calm day. Great job Scott, keep it up!!!
You certainly have several beautiful aircraft, sir. Thank you for sharing them, as well as your knowledge and skills at defying gravity.
G, day Scott from Sydney, Australia.
Great to see your latest training
Video: Santa is getting ready, so don't fly into him.
🎄🤔
Thank you so much for this!
The Husky is such a capable aircraft and yours is a beautiful example of the build.
Speaking only an aviation enthusiast and some-time sim pilot, I really enjoy watching your vlogs and have learned a lot from them.
I have a question re something I spotted on the underside of the port wing on your Husky; what is the purpose of the barber-pole striped V devices?
Just curious!
Best wishes from across the pond. 🇬🇧
Darren. Those are the hinge points for the Fowler Flaps. They stick out quite far and are perfectly spaced to catch your head on as you pass by. The barber pole and rubber on the end are supposed to catch your attention and make a bump not as bloody.
Thanks for sharing. Being the consummate rookie, am not well versed on flaps. My gut sense is there might be a point at which you could lose too much energy b/c you might be going too slow? What about if you had a load? - then your parameters would change. Would you have to be more careful about how steeply you turn depending on airspeed and flaps? That's a nice Husky. Appears to be very versatile. Good luck and smooth sailing ~
Thanks for doing that Scott, good idea!, I've been practicing it at altitude in my Cessna 150 with no flaps and really found it easy to do a 360 degree turn and only lose 100 to 150 feet, 60 degree bank. So I hear all about never try the impossible turn but the wing loading is the key isn't it? I also do the trick Kurt mentioned, take off at an angle so that I have less turning to get back in line with runway. Plus in my case I have friendly looking fields off to the side and nothing but trees dead ahead.
4:50 what's up with the artificial horizon?
It’s a sticker of the one I’m going to put in.
Scott...great video. You clearly make a difference. I hope you got your copy of INDEFENSIBLE. GOD Bless you my friend. Tom Banks
Yes I did!
Remember to add at least 10 seconds of unexpected “what happened” time, before you turn back. This would most likely change the decision, and or results. I’ve seen too many auger in videos! I say go +- straight ahead to save the important guy in the seat.
Generally, experience shows that the average delay time for a trained person is 3-5 seconds. This is one in a series of Turnback videos I've done, I suggest it might be a good idea to watch those. Thanks for watching.
As always I appreciate your videos. Personally I think it be really important for me to get the aircraft turned around. Then I can manage the distance down the Runaway by slipping the airplane as aggressively as needed and or also S turns as needed.
Practice...
I would be doing this loaded like I'm going to Alaska, which you are.
Hi Scott, one question: Where from comes the idea of dropping the flaps in takeoff run? Why not setting the flaps from beginning? Ok, they produce (more) drag, but producing (more) drag means producing (more) lift. If you drop the flaps while running you need to hit the exact moment in time; if you set the flaps from beginning the lift will be there automaticly , when it is the right time.
This method is described in the POH of SOCATA Rallye, nice 4-seater STOL-Plane from France.
Enjoying your Videos!
Thanks, good question. My short answer is Drag.
@@FlyWirescottperdue accepted, but looking forward for a "long answer" in the future. Maybe a comparison video with different flap usage ...
Scott, I noticed you go from 20° to 30° flaps in the turn from base to final. I almost always add flaps in the downwind to base turn. I've heard people say over the years to never make a configuration change in a turn. Thoughts?
Good question... obviously I disagree and actually find the idea of no configuration changes in the turn silly. But that's just me.
@@FlyWirescottperdue agreed. Excellent video sir.
You could slip it once you have the field made. The banana climbs at such a high speed that at 500 feet you are much further from the end of the runway in (as you said) a high wing loaded airplane. If you ever tried a high speed pitch out in a T38 and attempted to use idle power all the way around you needed an extra 100 kt and it sinks like a coal stove thrown out a window.
Do you ever fly with a chute on ur back, or never ? In case plans dont go like you planned.,I mean !
I do. Particularly when doing Aerobatics. Watch some of those videos.
Probably a bad idea to actually stop the engine to test this (probably?), but have you considered the thrust from an idling engine....or more accurately how much more drag would be on a stopped engine/prop? I'm also ex USAF/retired big airline, but haven't flown small airplanes for a long, long, long time.
I have considered it... And that is why I don't pull the prop back during one of these exercises.
I wonder the effect of trying this at.
Min take of weight, (safe fuel for the tests)
Max take of weight (fuel n baggage, SAFE CG only!)
Impossible turn in some aircraft isn’t impossible for others. I’m surprised you didn’t talk about slipping to get it down on the turn back? Didn’t talk much about air speed and bank angle ether?
I've done LOTS of videos on this, I'm not going to repeat myself every time. If you're not aware of them, look for them on my channel. Throwing shade like this is poor form.
Now I'm unsure about the callsign Gump or Gunny. If there is a 50 50 chance, I will chose wrong 100% of the time.
My callsign is Gunny. I served in the Marines as an enlisted man for 8 years and then flew in the Air Force as an Officer for 16.
@@FlyWirescottperdue I apologize Gunny. I went the other way in the Army from regular Captain to NG Warrant Officer. A good move both.
Do you need to worry about engine temperature when you power back to idle for the simulated engine failure and then power back up for the go around? Seems like you're going from hot on the initial climb out to cold on the simulated failure to hot again on the go around. Also... Nice to hear from an F15 pilot that it's a lot of fun to fly a Husky. Those are two very different airplanes. Nice to know that the one that's within reach of ordinary folks like us is both fun to fly and gives you a variety of landing options if the engine fails.
You should try aerobatic flying. Hot & cold all the time during low & high speed maneuvers. Cold starts in extremely cold weather is much worse on an engine. Running it hard is not all bad for it.
It seems to me, a successful turn back manure depends on at least 4 variables, altitude, airspeed, wing loading of the type of aircraft, and pilots level of practiced skill, in that aircraft. Then there’s winds and direction, air traffic, communication, if possible, etc.
Sounds pretty sketchy. I wouldn’t want to have to do it under the duress of an actual engine out, like Edward Frye had to do. Fortunately for Edward, there were 2 runways in a scissor layout. I think he did almost everything right, and he was very lucky, considering the horrible luck he had before and leading up to the engine out on takeoff.
You could have slipped it in.
Whilst you're at it, there's an Italian fellow at the hotel on the hill, who could use a lift...