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 through the Aero-News Network. Suggestions for future Aero-Tips are 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.

FMI: Aero-Tips