AOPA Pilot Magazine - July 2011 - 25

3. That means that the decision must be made based on the airmanship (gut feeling) of the pilot. 4. The consequences of a decision error is a dramatic increase in the chances of fatalities associated with an EFATO. Survival odds for landing straight ahead are very high at most airports, if the pilot flies to the ground instead of falling to the ground. 5. Airmanship comes from regular practice. Practicing turnbacks at low altitude is unsafe, and possibly against the FARs. 6. Practice at altitude is an instrument maneuver and near the ground, it is a ground-reference maneuver. There is little positive transfer of learning between the two—and some negative transfer. 7. This maneuver requires pilot skill that far exceeds the majority of the bell curve of the pilot population. Stress and adrenaline kill fine motor skill and reduce cognitive power. Both are needed for this maneuver. 8. “Eighty percent of the pilots believe themselves to be in the top 20 percent.” ( Tom Drew, aviation attorney, Des Moines, Iowa) 9. “The reality is half of us are below average.” (Doug Rozendaal) 10. I am a DPE and I fly with sport pilot through ATP as well as CFI applicants. I also hold a surface-level aerobatic waiver. Based on that experience, I estimate the general pilot population successfully conducting a turnback from an EFATO to be less than 50 percent. That is Russian roulette with three or four bullets. 11. The glider broken-rope analogy is flawed. Nearly all gliders are up-elevator limited and won’t stall in a bank beyond 30 degrees. Further, they have incredibly low stall speeds, and the consequences of a botched turnback are much less deadly, and the physics of the glide ratio and speeds make a 200-foot turnback in a glider comparable to a 1,000-foot turnback in many airplanes. 12. The media content from AOPA gives the impression that AOPA supports turning back from an EFATO. Doug Rozendaal, AOPA 4127962 Mason City, Iowa The pro/con discussion on the turnback after takeoff engine failure was good. However, I believe that this article will do more harm than good. I am a neurosurgeon and can relate to experience being the key to success during an unexpected circumstance. The gist
AOPA PILOT • 25 • JULY 2011

of the article, no matter how argued, is that for the reader there is an option, to turn around. Unless this is practiced time and again, it will kill more than it will save. So, let’s look at how to practice. First, will an FBO that is busy, allow for such a training maneuver to be done at its facility? If at an uncontrolled airport, it’s even more of an issue. Is there liability in an FBO even allowing this to be practiced? Second, it must be practiced with a CFI. Will the FAA allow this even to be taught? Third, even if the above two issues are overcome, in what aircraft

should this be performed? It is my opinion that the editorial board should have thought this one out a bit more before publishing. Stephen A. Fletcher, AOPA 4109585 Houston, Texas We welcome your comments. Address letters to: Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701. Send email to pilot@aopa.org. Please include your full name, address, and AOPA number. Letters to the Editor may be edited for length and style before publication.

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AOPA Pilot Magazine - July 2011

Table of Contents for the Digital Edition of AOPA Pilot Magazine - July 2011