PC 12 practice turn backs after simulated engine failure after take off
US AOPA magazine posted an excellent article on EFATO turnback a few years ago. I have it on file somewhere.
It mentioned pros and cons and all the factors to consider and some basic parameters that would be required and then how to practice it at altitude initially to determine RoD /bank angles at best glide speed executing the basically 270degree turn/ manouvre and thus the min altitude and distance from dep end of runway that would allow it to be safely completed.etc , allow for the Oh Sh*t factor and less than optimum flight accuracy caused by the fear and adrenaline that allowing a 5 to 10 secs pause for Oh Sh*t still doesn't allow for.
The main initial proviso was this will generally only work in high climb performance aircraft, (such as military trainers or civil turboprops such as PC12 etc or the new SE civil jets becoming available) as certain relatively high min altitudes must be reached close to the runway end to allow this to work with some safety buffer for aircraft, environment and pilot performance factors.
I'm sure the RFDS and other professional organisations that fly SE IFR have their procedures well developed and trained to allow pilots this option should the real need ever arise to use it.
It mentioned pros and cons and all the factors to consider and some basic parameters that would be required and then how to practice it at altitude initially to determine RoD /bank angles at best glide speed executing the basically 270degree turn/ manouvre and thus the min altitude and distance from dep end of runway that would allow it to be safely completed.etc , allow for the Oh Sh*t factor and less than optimum flight accuracy caused by the fear and adrenaline that allowing a 5 to 10 secs pause for Oh Sh*t still doesn't allow for.
The main initial proviso was this will generally only work in high climb performance aircraft, (such as military trainers or civil turboprops such as PC12 etc or the new SE civil jets becoming available) as certain relatively high min altitudes must be reached close to the runway end to allow this to work with some safety buffer for aircraft, environment and pilot performance factors.
I'm sure the RFDS and other professional organisations that fly SE IFR have their procedures well developed and trained to allow pilots this option should the real need ever arise to use it.
Join Date: Jan 2008
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Here is one article from Flying mag:
The Human Factor: Big Push, Improbable Turn | Flying Magazine
