Final 3 Greens 76 knots to 55 in an instant - no. In the time it takes you to recognise identify and accept the engine failure AND pitch to a gliding attitude ABSOLUTELY. (and you want about 73 for best glide anyway, assuming MTOW..)
Mark
It says 76 in the POH I have here, but whatever.
Light aircraft do obey the laws of aerodyanamics, BUT
1) the pitch angle of a glider on a winch is about 45 degrees, whereas the lightie is about 7
2) the light aircraft is already trimmed for it's best glide speed (which usually coincides with best climb) and will react to the loss of energy (in the form of engine power) and airspeed by seeking to regain it through a pitch down
I'm quite sure that it's possible to go from 76knot climb to a glide without stalling, but don't underestimate the 'oh **** is this really happening' factor. A split second may be all it needs.
Yes it is possible to go from 76knot climb to a glide without stalling. it is required for a PPL to demonstrate how to do this during training in the UK.
It isn't a big deal in a light aircraft - what is a big deal is getting down safely with very limited options and a higher than usual rate of descent.
A well trained PPL will instinctively pitch down) or at least allow the aircraft to) to maintain airspeed.
Perhaps the training standards in Australia are different to the UK where I learned.
but don't underestimate the 'oh **** is this really happening' factor
In an EFATO there isn't much time to think, which is why the UK training regime includes training to maintain airspeed and land ahead. This instinctive reaction, if trained properly, is safe, which takes us full circle back to the thread subject, which is really about at what stage do you transition from EFATO thinking to forced landing thinking.
I believe that your comment might better apply to an engine failure in the cruise, where there is more time and options, that can be squandered by failing to react quickly and implement the checklist vital actions.