Just wish to add a few thoughts to those already on here; an engine failure at altitude in a pressurised single will result in loss of pressurisation and a rapid increase in cabin altitude with attendant possibility of the crew/pax becoming hypoxic unless they have their emergency oxygen and masks on, in short order. On top of the engine emergency, there can be panic amongst pax, to add to the initial problems.How many pilots wear their mask/ around neck when flying above FL100 ? pax briefed ? I`ve test-flown a t/charged twin capable of FL250, and the Malibu as well to that altitude; the twin did not have any serviceable masks fitted,so it was necessary to borrow some for the a/test, but the a.c`s owners regularly flew it across Europe at high alt, and seemed unconcerned about a loss of pressurisation and the physiological effects...... In this case it is not mentioned in the report,but it may have been a factor to consider............
Given the circumstances in this case, it would have been difficult to see the intended airfield as it was directly/.virtually underneath it. A gentle orbit would have been enough to have established a visual, and certainly with an autopilot, one should use the automatics as much as possible; if not, make sure the a/c is well trimmed and in balance at the correct gliding speed... on most light a/c there are placards with all the information,or use a checklist. If the airfield has multiple runways, your options have improved, if it appears to go `pear-shaped` at any time.
You must select an` initial aiming point` about 1/3 to1/2 way along the intended landing surface, even if it is a field, and concentrate the pattern you fly on that point...only; not the threshold.If you fly a `constant aspect` pattern, with about 20-25 deg. of bank you will see if you are too tight, or drifting away, and correct the bank accordingly. Dont select gear/ flaps too early, unless you have to wind them down.... off-airfield, leave them up.
Use `S` turns if you are high, but never turn away from the airfield. Use flaps/gear to now bring your IAP back towards--towards the threshold, so you now aim about 1/4 in...you can hammer the brakes after landing, it`s cheaper than spinning in on short finals....
Finally, if you are going to crash, then crash under control, rather than out of control !