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:

Pilots should practice engine failures on takeoff at low altitudes on a runway, as simulator or high-altitude training alone does not provide sufficient real-world experience for critical situations.
The beneficial tailwind arc is wider than commonly believed (approximately 160 degrees), meaning even a slightly off-course tailwind can offer some groundspeed advantage under most flight conditions.
Both pitch and power simultaneously control an aircraft's airspeed and altitude; the notion that pitch controls airspeed and power controls altitude is a misconception.

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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.