Probably because I'm just lucky.
Probably.
To keep this thread alive I think it may be really interesting to understand WHY you're engine failed!
In the case of the last one I cited, the rear turbine bearing failed, allowing loss of the engine oil. When the engine oil was gone, the gas generator (engine core) continued to run without any problem, and normal power control responses. There was no oil available to actuate the propeller, and therefore no torque available.
I'm pretty certain the US forces use the SLA technique for their Texan 2s forced landing pattern.
The T6II's aren't piston airplanes, and unlike most singles, it has removable seats...as you know.
The High key position is a point in a simulated flameout pattern...not really a forced landing pattern. It's a typical descent, and it's best described not by maintaining a constant angle, but by staying close enough to during the steep descent and approach to make the runway. You can call it whatever you like, SLA, SFO, overhead approach, whatever...it's a descent in the pattern to a chosen landing point by remaining close enough to never get low. You can use a constant angle, you can imagine little window panes to fly through, or whatever technique floats your boat. The result is the same; don't crash.
These patterns aren't taught to execute forced landings, particularly ones off field.
What kind of maintenance did the airplanes have that you were flying SNS3Guppy?
Just fine. With some 30 different companies and agencies. R2600's, R3350's, R4360's, PT6A's, T56's, TPE331's, TFE-731's, and other equipment. In small powerplants, A-65's, 0-200's, U470's, IO520's, etc.
On the other hand you must have been flying a lot more hours or years than most of us have.
That's really irrelevant now, isn't it?