more
than
half
of his
ta&eoff
power.
In this
situation,
the single-engine
pilot
would
be
extremely reluctant
to
contrnue
the taleoff
if
he had
to
climb
over obstructions. However, if
the
failure
occured at an altitude
as high or higher
than
surrounding
obstructions,
he would feel firee
to
maneuver for a
landing
back at
the
airport.
Forhrnately
the
aircraJt accelerates through
this
I'area
of
decision" in
just
a few
seconds.
Hswever,
to
make an
intelligent
decision in
this
type
of emergency, one must
consider
the
field
length,
obstruction
height,
field elevation, air temperafure,
headwind,
and
the
gross
weight.
The
flight
paths
illustrated in
Figure
3-2, indicate that the area of
decision
is
bounded Uy:
(f
)
the
point
at
which
105
MPH
IAS is
reached
and
(2)
the
point
where
the
obstruction
altitude is
reached.
An
engine
failure
in
ttris
area requires an immediate decision.
Beyond this area,
the
aircraft,
within
the
limitations of single-engine
climb
performanee
shown
in Sec-
tion VI,
may
be
maneuvered
to
a
Jlanding
back
at
the
ahport.
At
sea level,
with zero ryind and 6300
pounds
taleoff
gross
weight,
the
distance to
accelerate to 105 MPH
IAS
and stop
is 3030
feet,
while
the
total
unobstructed area
required
to
takeoff
and
climb over a 50-foot
ob-
stacle
aJter an engine Jailure
at
105
MpH
IAS
is 4800
feel
This total
distance
over
an
obstacle can
be
reduced
slightly
under more favorable
conditions
of
gross
weight, headwind,
or
obstruction
height. However,
it is
recommended that
in
most
cases it
would
be better to discontinue
the taleoff, since ary
slight mismanagement of single-engine
procedure
would
more than
offset
the
sraall
distance
advantage offered by
continuing
the
takeoff.
Still
higher field
elevations will cause the engine failure
taleoff
distance to
lengthen
disproportionately
until the altitude is
reach-
ed
where a
successfuI takeoff
is improbable unless the
airspeed and
height
above
the nrnway
at
engine
failure are
great
enough to
allow a sltght
de-
celeration and
altitude loss
while the aircraft
is
being
prepared
for
single-
engine climb.
During:single-engine
takeoff
procedures
over an
obstacle, only
one
condition
presents
any appreciable advantage, and
this
is
headwind A
deciease
of
approximately
lVo in
ground
distance
required
to
clear
a
50-
foot
obstacle can be
pined
for
each 1
MPH
of headwind. Excessive
speed
above
best
single-engine climb
speed at
engine
failure is not nearly
as
edvantageous
as
one
might
expect since
deceleration
is rapid and
ground
dlstance
is
used up
quickly
at Ngher
speeds
while
the
aircraft is being
cleaned
up
for climb. However,
the
extra
speed
is
important for
con-
trollability.
3-4
:
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