More Engine-Out Practice

I take exception to the reader’s rhetorical question in your July issue: “Why would anyone practice an engine failure on takeoff by doing an engine failure on takeoff?” I started practicing low altitude teardrops at idle because a giant auto salvage yard bordered the departure end of my runway and I had to know what my options and capabilities were.

Editorial Staff

Tuesday, July 22, 2014 at 12:00 AM ET

Verified

Key Takeaways:

The article advocates for real-world, low-altitude engine-out practice on takeoff after initial high-altitude training, emphasizing that simulators or high-altitude practice alone don't provide essential experience with terrain and obstacles.
It clarifies that a tailwind can provide a groundspeed benefit across a wider arc behind the aircraft (approximately 160 degrees) than previously stated, depending on aircraft and wind speeds.
The author corrects the common misconception that "pitch controls airspeed and power controls altitude," asserting that both pitch and power together simultaneously control both airspeed and altitude, determining an aircraft's overall performance.

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Earlier this evening, there was an EAA Webinar featuring an upset recovery expert, Randall Brooks. He said simulator training in life or death situations doesn’t give you the essential experience you get by training in an aircraft. I believe this would translate directly to our engine out on takeoff training—it’s not the same with a 3000-foot cushion.