Originally Posted by
DOUBLE BOGEY
Gevans35, If you have sat in the back of a simulator, introduced a double engine failure, cold, to crew in the first hours of their recurrent with no previous practice, you would understand how this can occur. Sadly and possibly to any one of us! For those of us employed on regular CAT we do not ever really have any opportunity to play at autorotation until our arse is dumped in the Recurrent seat each 6 month interval. For GA and FIs its a different story.
That is why for me, maximum efforts should be made to afford MEH pilots time to become fully comfortable with the second engine failing. I go back to what I said at the start. After OEI, the Nr gauge is your only real reference as to what may happen next. Nothing else matters until the remaining engine convinces you it is not going follow its mate.
That all makes perfect sense.
As a (lapsed), night rated, PPL(H), I was fortunate never to have to execute a night EOL for real, but I was current in EOLs. Had I had an engine failure at night it would have been a case of... NR, NR, wind, NR and hike the lever under my armpit when I saw something that looked like the ground, 50/50 chance of limping away from it? Perhaps this pilot did enter autorotation after the second engine stopped and mistook something, perhaps a tall building, for the ground. Lever under armpit... game over.