Dave Rogers and his 1969 E33A Beech Bonanza.
|Math Notes for the Articles  ||Performance Articles  ||Angle of Attack  ||Engine Upgrade  ||Propeller Efficiency  ||Flight Test Results  ||Airspeed System  ||Stability & Control  ||Safety Articles  ||Turnback After Engine Failure  |
|Gear and Flaps  ||Is There A Step  ||Altitude Effects  ||Weight Effects  ||Turbulent Penetration Speed  ||Turbo-normalization  ||Range for Piston Aircraft  ||Turning Performance  |
experimental work was done as a research project at
the United States Naval Academy Aerospace Engineering
Department during 1981 while Jett was a Midshipman
1/C. I was the Academic Advisor. Professor Bernard
Carson contributed to the theoretical part of the
research. (I reset the paper and made one or two minor
Turnback after engine failure is a three-dimensional multiple variable
performance problem with multiple geometric constraints.
The turnback maneuver is cast as alternate asymptotic vertical plane boundary value
problems. Both failure altitude and runway
length are considered as unknown boundary conditions.
The turnback maneuver is categorized on whether the failure altitude
distance is more or less than four turn radii from the runway departure
The performance elements of the maneuver are
estimated from data in the pilot operating handbook (POH).
Three aircraft, an E33A Bonanza, a Cessna 172M and an Aeronca 7AC, are used as illustrative examples. The
ratio of the climb to glide flight path angle emerges as
the predictor of success, or failure. If the ratio is more than
one, a properly flown maneuver is generally successful.
If the ratio is less than one, a successful maneuver is
generally limited to a small range of failure altitudes and runway lengths or
is unsuccessful. This ratio, easily determined from
POH information, strongly predicts success or
Pilots should know which option physics favors.
(531k pdf file).