text: The previous table of values illustrates the 
  less than 15” 
  fact that coordinated turns with 
  of bank .cause no appreciable effect on stall 
  speed or induced drag. However, note that 30” 
  increase the induced drag by 33.3 
  of bank will 
  percent. Under critical conditions, such an in- 
  crease in induced drag (and, hence, total drag) 
  would be prohibitive causing the airplane to 
  descend rather than climb. The second graph 
  of figure 6.7 illustrates the case where the steep 
  turn causes such a large increase in required 
  thrust that a deficiency of thrust exists. When- 
  ever engine failure produces critical perform- 
  ance conditions it is wise to limit all turns to 
  II0 of bank wherever possible. 
  
  The effect of an engine failure on the remain- 
  ing range and endurance is specific to the air- 
  plane type and configuration. 
  If an engine 
  fails during optimum cruise of the turbojet 
  airplane, the airplane must descend and experi- 
  ence a loss of range. Since the turbojet air- 
  plane is generally overpowered at (L/D),,, 
  a loss of a powerplant will not cause a signi- 
  ficant change in maximum endurance. If an 
  engine fails during cruise of a reciprocating 
  powered airplane, there will be a significant 
  loss of range only if the maximum range condi- 
  the remaining 
  tion cannot be sustained with 
  powerplants operating within 
  the cruise power 
  rating. 
  If a power greater than the maximum 
  cruise rating is necessary to sustain cruise, the 
  specific fuel consumption increases and causes 
  a reduction of range. Essentially the same 
  relationship exists regarding maximum endur- 
  ance of the reciprocating powered airplane. 