AOPA Pilot Magazine - April 2011 - 98

Pilots are a hearty breed, but even the heartiest among us can sometimes be grounded for medical issues. That’s why we’re proud to introduce the AOPA Medical Services Program — a new and comprehensive service developed by pilots for pilots to help keep you ﬂying. We’ll review your medical records prior to your application. Make sure your medications don’t interfere with your ﬂying. And keep you up to date on the latest medical news. This program is new to AOPA members, and new to the industry — there’s no other program for GA pilots with this many beneﬁts at one low price.

Here’s what you’ll get when you enroll:
• Access to AOPA Medical Specialists, who will answer your FAA medical certiﬁcation questions • Review of your medical records as it pertains to your FAA medical certiﬁcate • A liaison between you and the FAA • Customized online health risk assessments and information • Secure online medical records storage site • Informative medical e-newsletter geared toward pilots

Plus, a FREE prescription drug discount card with savings of 15% to 60%.
(Our Essential Package is $37 a year and includes the same valuable beneﬁts except review of your medical records.)

ahead of the airplane and land there at the slowest speed possible and while still under control. Does this discussion imply that I recommend turning back toward the runway following an engine failure after takeoff? No, it does not. The decision to return to the airport rests solely with the pilot in command. Furthermore, it should never be considered unless the risk associated with landing ahead or to the side poses greater risk than turning around. Unfortunately, there are many airports where a straight-ahead landing would be disastrous. The idea is to be prepared for the possibility of a turnaround. Think about it. Train for it. Otherwise, when the engine fails after takeoff, the mind can turn to tapioca pudding. Time, altitude, and airspeed are wasted while trying to accept the reality of the moment and determine the safest course of action. Remember, though: Under no circumstances should a turn back to the runway be initiated unless the aircraft has achieved at least two-thirds of the minimum turnaround height (as described) when passing over the departure end of the runway and it also has reached at least the minimum turnaround height at the time of engine failure. Even then, there is no assurance of success. Furthermore, no pilot should attempt such a maneuver unless flying an aircraft for which he has personally determined the minimum turnaround height and is competent to perform such a maneuver during the stress of an emergency. When previously writing about this subject, I received correspondence from some macho pilots suggesting various other means of turning around. These included wingovers, wifferdills, skidding turns, and other semi-aerobatic maneuvers. None of this maneuvering is recommended when so close to the ground. Some good news about this subject is that an engine failure after takeoff frequently can be avoided. It most often is caused by fuel mismanagement or attempting to depart with a detectable engine anomaly. Being more attentive and conservative can significantly reduce the possibility that you will be forced to choose between turning around and landing straight ahead. Better news yet is that this likely will never happen to you. After all, such catastrophic events only happen to the other guy. Visit the author’s website (www. barryschiff.com).
AOPA PILOT •

98 • APRIL

2011

http://www.aopa.org/medicalservices http://www.aopa.org/medicalservices http://www.barryschiff.com http://www.barryschiff.com

AOPA Pilot Magazine - April 2011

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