tag:blogger.com,1999:blog-10000144.post6569514744991080161..comments2024-03-13T09:47:40.487+00:00Comments on Cockpit Conversation: Take-off Decisions in Small Multi-Engine AirplanesAviatrixhttp://www.blogger.com/profile/13634111275860140084noreply@blogger.comBlogger7125tag:blogger.com,1999:blog-10000144.post-76032407078060610632008-01-17T22:16:00.000+00:002008-01-17T22:16:00.000+00:00HiI am Uli a glider Pilot from Germany. I very in...Hi<BR/>I am Uli a glider Pilot from Germany. I very interested in your Blog. now for the 2nd Take Off decisions Blog, I miss a point for these decisions. When I am towed from a airfield the first time, I ask the local pilots where it is possible to land if the rope rips shortly after take of, and the height is to low for turning back. Do you take a look at the map or Google Maps/Satelite before Take Off?<BR/>greetings from Cologne/ GermanyAnonymoushttps://www.blogger.com/profile/06888434918835604530noreply@blogger.comtag:blogger.com,1999:blog-10000144.post-43611865420653826132008-01-03T04:51:00.000+00:002008-01-03T04:51:00.000+00:00@anonymous #1"...but if you have an engine failure...@anonymous #1<BR/><BR/>"...but if you have an engine failure and allow the plane to descend as you turn, you can make a lovely turn without increasing the load factor."<BR/><BR/>Just one nit to pick. Any time the vertical component of lift (to be completely rigorous I should include the vertical component of thrust and of drag as well) is less than 1G, the ship will accelerate down at a rate defined by the difference between the force of gravity and the vertical components. So a continuously increasing rate of descent would result from turning while maintaining a load factor of 1.nec Timidehttps://www.blogger.com/profile/03017143602023726206noreply@blogger.comtag:blogger.com,1999:blog-10000144.post-28115848905916277472008-01-02T23:56:00.000+00:002008-01-02T23:56:00.000+00:00Do you brief the takeoff to yourself when alone in...Do you brief the takeoff to yourself when alone in the aircraft aloud or silently (or not at all); i.e., if engine quits during the t/o roll, I will..., etc.?Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-10000144.post-27303693487836516972008-01-02T23:38:00.000+00:002008-01-02T23:38:00.000+00:00You didn't discuss the conflict between raising th...You didn't discuss the conflict between raising the gear at positive rate of climb, or when out of useful runway. In a light twin, such as the Aztec I fly, which in the winter has an 18 second gear cycle, this can be a true dilemia. Do I raise the gear right away at positive rate to help assure single engine performance if I lose one shortly after take-off, or wait until I'm out of useful, but potentially make feathering and flying more difficult if I lose an engine close to blue line at the end of the runway with the gear just beginning to cycle? What do you think?Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-10000144.post-39183852720550711932008-01-02T19:30:00.000+00:002008-01-02T19:30:00.000+00:00"Stall speed increases with weight and with bank a..."Stall speed increases with weight and with bank angle"<BR/><BR/>Stall speed and bank angle are not related. The speed at which the airfoil will reach the critical angle of attack does increase with an increase in load factor, and load factor MAY increase in a turn (especially if you're trying to maintain level altitude), but if you have an engine failure and allow the plane to descend as you turn, you can make a lovely turn without increasing the load factor.<BR/><BR/>The 1g stall speed will remain the same no matter what attitude or bank angle the airplane is in.Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-10000144.post-15290939800029809092008-01-02T17:58:00.000+00:002008-01-02T17:58:00.000+00:00"So at any point in my roll, I have a plan for wha..."So at any point in my roll, I have a plan for what to if an engine failure occurs. That way I don't have to make split second decisions. You see that there is still a point at which even perfect reflexes can't protect me from ending up on my belly in the weeds."<BR/><BR/>Here endeth the lesson.<BR/><BR/>Bravo.Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-10000144.post-26538063154668450342008-01-02T04:57:00.000+00:002008-01-02T04:57:00.000+00:00Good on you for the last sentence! Queston#1: is i...Good on you for the last sentence! Queston#1: is it a good day (or night) to fly?<BR/><BR/>Your post led me to revisit UAL 232online, who sort of had the same problem except they were attempting an emergency landing of a heavy and without control surfaces...well it had to do with decisions...and that led me to a review of other material on aircraft handling. Thanks for an educatinal half hour!Anonymousnoreply@blogger.com