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:

Real-world, low-altitude practice for engine failures on takeoff is crucial, as simulator or high-altitude drills don't replicate the experience of actual terrain and obstacles.
The beneficial arc for a tailwind is wider than often stated, extending to approximately 160 degrees behind the aircraft under most flight conditions.
The aviation maxim that pitch controls airspeed and power controls altitude is incorrect; both pitch and power simultaneously control an aircraft's overall performance, including both airspeed and altitude.

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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.