Aero-Tips!
A good pilot is always learning -- how many times have you heard
this old standard throughout your flying career? There is no truer
statement in all of flying (well, with the possible exception of
"there are no old, bold pilots.") It's part of what makes aviation
so exciting for all of us... just when you think you've seen it
all, along comes a scenario you've never imagined.
Aero-News has called upon the expertise of Thomas P. Turner,
master CFI and all-around-good-guy, to bring our readers -- and us
-- daily tips to improve our skills as aviators, and as
representatives of the flying community. Some of them, you may have
heard before... but for each of us, there will also be something we
might never have considered before, or something that didn't
"stick" the way it should have the first time we memorized it for
the practical test.
It is our unabashed goal that "Aero-Tips" will help our readers
become better, safer pilots -- as well as introducing our
ground-bound readers to the concepts and principles that keep those
strange aluminum-and-composite contraptions in the air... and allow
them to soar magnificently through it.
Look for our daily Aero-Tips segments, coming each day to you
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always welcome, as are additions or discussion of each day's tips.
Remember... when it comes to being better pilots, we're all in this
together.
Aero-Tips 05.22.06
Another reader question...
When flying straight and level the pilot of a single engine
airplane experiences a total catastrophic engine failure. Is that
pilot better off (1) gaining altitude until reaching the best glide
speed, and then maintaining the best glide speed until safely
landing or (2) maintaining a level altitude while decelerating to
best glide speed and then maintaining best glide speed until that
safe landing? In theory, both methods should provide about the same
glide range. I advocate maintaining level altitude (option 2) for
two reasons. (A) I believe it is a simpler procedure and less
likely to add to the pilot's workload and (B) climbing while
decelerating would increase drag and therefore reduce range
ever-so-slightly. What say you?
I'm with you there, reader, for even a few more reasons:
- In my experience as an instructor, and apparent in many
aircraft accidents as indicated by the mishap record, pilots tend
to pull back on the controls at the onset of an emergency. An
unconscious desire to pull back combined with a conscious decision
to pull back might combine to get the airplane dangerously close to
a stall. A pre-planned goal of holding altitude as airspeed
decreases to Best Glide would not compound the common
pilot-commanded pitch-up that accompanies many engine
failures.
- An engine failure emergency is much more a decision-making
scenario than one strictly related to piloting tasks. Where will I
aim the airplane? Where will I attempt to land? Do I have enough
altitude to attempt and engine restart, or do I need to configure
for impact? If I can try a restart, what steps do I need to do? How
can I let people outside the airplane know where I am, and where
I'm going? How do I take care of my passengers without being
distracted to the point of inaction? None of these immediately
necessary tasks are stick-and-rudder skills; they are all related
to decision-making. Calmly (as possible) flying level as the speed
decreases, you have the time to gather data quickly and make
decisions. If you pull up in this scenario you'll be focusing
entirely on stick-and-rudder flying—or if you're not, you're
in serious trouble.
- Pull up, and you can't see possible landing sites ahead of the
airplane; aiming toward any to the sides from this vantage point
would require a steeply banked turn while you're flying at a high
angle of attack without an engine.
Thanks, reader, for your input!
Aero-tip of the day: This was an "opinion"
question and your opinion may differ from mine (and the reader's).
That's okay as long as you make your choice for rational reasons
with the scenario well thought out in advance, for the unlikely
event you ever face it.