CAT DRIVER
I used to, but now I teach the method outlined in my earlier post. The problem is how do you make the judgement? In any case it doesn't matter. If the airplane won't fly after it is cleaned up, land it on the runway or any other suitable place gear up. I think the important thing is to minimize the number of decisions because I am sure the shock of an actual failure will not allow you the luxury of puzzling out the best course of action is. And the simulator showed me how important it was to quickly get the aircraft properly configured if contiuing the flight is a realistic possibility. The other problem is training is unfortunately somewhat unrealistic in that the student is expecting a failure and for obvious safety reasons you are not going to kill an engine close to the ground. The advantage of a good simulator is ALL of my engine failures were in the ugly area close to the ground and at or near blueline. Incidently I crashed on the first one the sim instructor gave me using the traditional: Control , Power ( check throttles full forward ), Drag ( check gear and flaps up) , identify ( dead foot dead engine ), Verify (with throttle), Feather . By the time I got to the Verify with throttle, it was all over. He suggested I use their method and I was sucessfull on the next 20 + . Rapidly feathering the failed engine was the key. He said that almost all first time SIMCOM students crash but most of the graduates of the course who are back for recurrent training do not. Obviously he is biased but I believe him, Their method works.
[ 31 December 2001: Message edited by: big pistons forever ]
[ 31 December 2001: Message edited by: big pistons forever ]</p>