Engine Failure After Takeoff with a Tailwind
You are departing from a 1,200 m runway in a single-engine aircraft. The wind is 180 degrees at 10 knots, and the runway is 36. The density altitude is 4,000 ft. The aircraft is at maximum takeoff weight. At 300 ft after takeoff, the engine begins to run rough and loses power. You are over a built-up area with no suitable field ahead. There is a clear area 200 m behind and to the left. The aircraft is climbing at 200 ft per minute and the airspeed is 70 knots.
1. What are your immediate actions and why?
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Priority 1: Maintain control. Lower the nose to maintain airspeed. At 70 knots and 300 ft with a rough engine, the priority is to avoid a stall. Establish a glide attitude.
Priority 2: Decide on a landing site. The built-up area ahead is unsuitable. The clear area 200 m behind and to the left is the best option. A turn back to the runway is not viable at 300 ft; the turn would cost altitude and airspeed you do not have.
Priority 3: Configure. Carburettor heat if applicable, fuel selector, mixture, and attempt an engine restart only if altitude and time allow. Do not sacrifice the glide for troubleshooting.
Priority 4: Communicate. Mayday call with position and intention.
Priority 5: Land. Fly the aircraft to the chosen area, touch down with minimum speed, and secure the aircraft.
2. Why is a turn back to the runway a poor choice here?
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Altitude and airspeed. At 300 ft and 70 knots, a 180-degree turn requires a bank angle that increases the stall speed and the sink rate. The aircraft would lose altitude during the turn and may not complete it before reaching the ground.
Wind. The wind is a tailwind on the runway, which means a turn back would put you downwind and increase your ground speed and landing distance.
Density altitude. At 4,000 ft density altitude, the aircraft's climb and glide performance are reduced, so the margin for a turn is smaller.
The clear area. The clear area is 200 m behind and to the left, which is reachable with a shallow turn and a controlled descent. It is the better option.
3. What should you have considered before departure that would have changed this situation?
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Performance planning. At maximum takeoff weight and 4,000 ft density altitude, the takeoff and climb performance should have been checked against the runway length and the obstacle clearance. A reduced weight or a different runway may have been appropriate.
Departure briefing. A pre-takeoff briefing should identify the actions for an engine failure after takeoff and the available landing areas. The built-up area ahead should have been noted.
Wind. The tailwind component on the runway increases the takeoff distance and reduces the climb gradient. This should have been factored into the performance calculation.
Decision. If the performance is marginal, the correct decision is to wait for better conditions or reduce weight, not to accept the risk.