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I know for a fact it can be done though the result is not pretty. I had my jabiru quit on a Titan I (20' wing) at 300 ft climbing out at 80mph. I don't remember all the details but I can assure you I did not try going in one direction and then the other. I rammed the stick forward as far as possible and rooled very hard for the 180 turn, can't remember the angle of bank. I remember seeing 65 mph when I straightened out on final at only 50' agl and could not get any more airspeed, landed a little to hard and broke a main gear then it went downhill from there. I always remember the tail wheel hitting in my Titan I with the short wing any time my final approach was less then 70mph. Hine sight, I should of landed straight ahead in the 8" of snow, but I thought I would flip over.
--- In Titanaircraft@
>
> Just curious... do you think that a return to the takeoff runway can
> be done with less than 600 feet AGL, or that the altitude loss will
> be more than 600 feet?
>
> I suggest that this should be practiced in your airplane. Start at
> 2000' AGL and find out where you're at when you're back where you
> started, using your GPS as a reference.
>
> When I did this in my Tornado II, I found that the altitude lost was
> 700 feet. The "return to takeoff runway", for me, starts with a
> 45-degree turn in one direction, then a 180-degree turn in the other
> direction, then 45 degrees back to the centerline of the takeoff
> runway.
>
> The really bad problem with trying to do this for the first time when
> the engine is permanently silent is that if things aren't going well,
> the tendency is to try to "stretch" the glide by raising the nose.
> Eventually, the airplane stalls, which is the worst possible
> situation.
>
> Better to establish ahead of time what is reasonable for your
> airplane. If you don't have enough altitude above the ground, don't
> even think of returning to the runway. You've already proven it can't
> be done.
>
> Hugh Sontag
>
> >I don't buy in to the 600 ft number, but the admonition to keep the plane
> >flying is right on.
> >
> >If you stall close to the ground, that's when you die.
> >
> >I've never had an outright engine failure, but I've had engines get sick a
> >couple of times.
> >
> >ALWAYS know where you're going to land, if the engine quits. ALWAYS.
> >
> >TCS
> >
> >Terry C Savage
> >
> >Senior Information Technology Manager
> >
> >Science Fiction Author, The End of Winter
> >
> ><<http://tinyurl.
> ><http://tinyurl.
> >
> ><http://tcsendofwint
> >
> ><<http://tcsendofwint
> >
> >===========
> >
> >_____
> >
> >From:
> ><mailto:Titanaircr
> >[mailto:<mailto:
> >On Behalf Of Hugh Sontag
> >Sent: Monday, June 22, 2009 7:14 PM
> >To: <mailto:Titanaircra
> >Subject: [Titanaircraft] Re: Fly the airplane
> >
> >An airplane "nose dives" when it stalls.
> >
> >When I've practiced a sudden loss of engine power, I don't find that
> >the airplane is hard to get into a 60 mph glide.
> >
> >You do need to react, by moving the stick forward, but it's not hard,
> >if you're convinced that it's the right thing to do.
> >
> >I think that in an engine-out situation, you have to know that the
> >only thing that will work is to keep your airspeed at best glide. If
> >you try to "stretch" the glide and let the airspeed bleed away, the
> >airplane will stall.
> >
> >If the airplane stalls, and you're close to the ground, you have no
> >options. There isn't enough altitude to recover flying speed, so the
> >airplane "noses over" and plummets to the ground.
> >
> >So it's crucial to keep the airplane flying, right back down to the
> >ground, even if you don't like where you're going to have to land it.
> >Better to have control as you approach the ground. Better to put it
> >between two trees than let it fall from the sky.
> >
> >That's what the phrase "fly the airplane" is all about. Maintain
> >flying speed, keep control of the airplane. Don't even try to turn
> >back to the runway if you're 600 feet or less, it can't be done.
> >You'll survive a controlled landing onto a poor surface, but you
> >won't survive a stall at 100 feet or more.
> >
> >Hugh Sontag
> >
> >>If this is true it is very concerning, how can an airplane exibit
> >>these flight characteristics of rolling over with an engine failure
> >>and then nose diving. I know the pusher configuration naturally
> >>pushes the nose forward at wot and the nose will pop up when the
> >>throttle is pulled back, but the roll over and nose dive? Did the
> >>nose pop up so hard that his angle of attack put him in a stall with
> >>a low climb out speed?
> >>
> >>--- In
> >><mailto:Titanairc
> ><mailto:Titanaircr
> >>"rico11b" <rico11b@> wrote:
> >>>
> >>> Hi everyone,
> >>>
> >>> I was a friend of Shannon's. I joined your group this morning to
> >>>post about his passing, but Daleandee beat me to it. Thanks
> >>>Daleeandee, for getting the word out. I hate this too.
> >>>
> >>> The wake will be held Monday night from 7pm to 9pm, and the
> >>>funeral will be Tuesday at 2 pm. It's at a Babtist church somewhere
> >>>in Whiteville NC, but I'm not sure of the address at the moment.
> >>>Once I know I'll post it, if anyone is interested.
> >>>
> >>> We still don't have all the details about what happened, but thus
> >>>far is looks like the engine failed just after takeoff. After that
> >>>I'm told the plane nosed up and quickly rolled over, and hit nose
> >>>first from 300 feet or so. I'm still trying to learn more about
> >>>what happened so this may change some, but that's the latest as I
> >>>understand it. I'm sorry this had to be my first post to your group.
> >>>
> >>> R
> >>>
> >>>
> >>>
> >>> --- In
> >>><mailto:Titanair
> ><mailto:Titanaircr
> >>>"daleandee" <daleandee@> wrote:
> >>> >
> >>> > I hate to share such extremely sad news ...
> >>> >
> >>> >
> >>><<http://www.whitevil>http://www.whitevil
> ><<http://www.whitevil
> >5.txt>
> >le.com/articles/
> >tevil
> ><<http://www.whitevil
> >5.txt> le.com/articles/
> >>> >
> >>> > Please keep this family in your prayers ...
> >>> >
> >> > > Dale
> >
> >[Non-text portions of this message have been removed]
> >
> >
> >
>
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