The Turn Formerly Known as Impossible
Imagine your engine quits on takeoff and you make a safe and uneventful turn and landing back at the departure airport. Twice! Then you’re criticized and critiqued over and over again by armchair pilots and experts, many say you did the wrong thing. For the next forty years you invest in researching and advocating, defending yourself and building a scientific case to vindicate your actions. That’s exactly what retired TWA Captain, acclaimed aviation author and holder of 5 world speed records Barry Schiff did.
Barry’s efforts paid off! In 2018 the FAA vindicated Barry when they published official guidance to Flight Instructors to conduct what has historically been known as the impossible turn back after engine loss (ref section A.11.4 of Advisory Circular 61-83J). If you’re a student in training you’re probably familiar with a pre-takeoff briefing that goes something like, “below 1,000ft we’ll go straight ahead and land in the most suitable location, above this altitude we’ll make a turn back to the airport”. What’s magical about 1,000ft? Is that actually enough altitude to make it back?
For those who may be new, here’s a quick summary of what we’re talking about. Takeoff is a critical phase of flight, if an engine is lost (quits, stops producing full power) the pilot must make a quick judgement regarding does she have enough altitude to turn around and get back to the airport or is it safer to continue straight ahead. This has been known as the impossible turn because so many have tried and tragically failed at it. But others have advocated, like Barry, that it can be done safely with the correct methodology and training. It has been a favorite debate among pilots akin to the great leaning debate which I previously wrote about.
Barry’s son, Captain Brian Schiff, has produced a seminar, Engine Failure After Takeoff, that is now officially offered by the FAA as a safety lesson and that provides a formulaic, safe antidote to the impossible turn maneuver. In addition to the seminar he has developed and provides a worksheet to easily determine your minimum turn back altitude. The seminar and the worksheet are incredible resources to help remove the mystery from when, where and how to safely perform a turn back. No more guessing! Make this a part of your preflight checklist (I’ve included it my Ben’s Check-It-All Preflight checklist) and be a safer pilot.
Below is the video of his presentation. I culled some of the major themes here:
Do not miss the main point: the turn back is ONLY utilized when landing straight ahead would be MORE hazardous than turning back.
A good preflight will include a review of the local area (use satellite imagery or as I encourage all my students to do on approaching an unfamiliar airport utilize your altitude to do some reconnaissance on what your options will be for takeoff). Know before you go, as they say — know if a turn back will be less hazardous than continuing straight ahead.
Engine failure is most often the pilots fault. As much fun a it sounds, you don’t want to make a turn back. A good flight starts with good coffee AND methodical preflighting and checklists.
I’m adopting Brian’s mantra: we can operate at two speeds, slow or screw up. The point is never be rushed (even by tower telling you “no delay, runway xx cleared for takeoff”).
Another important takeaway for me is to “always be looking for a reason not to go”. Brian points out that many pilots and students lack the training and confidence or actionable knowledge to know when not to continue a takeoff.
Last, and most important is to consider the turn back a part of your toolkit only after you’ve practiced it and can do it with consistency, proficiency and confidence.
If you want to watch the seminar and receive FAASafety.gov Wings credit follow this link.
Here’s a link to download the Engine Failure After Takeoff worksheet. Tip: import this into Foreflight so it’s readily available.