On the subject of ANR headsets, I think they're the best thing since sliced bread and wouldn't fly without one now. Once you're used to them, you can still notice drop in RPM, they just filter out the background rumble. I had a 200RPM drop recently, which I picked up audiably, [dunno why, though at the same time the fuel pressure dropped to zero so I left the electric pump on which seemed to fix it
].
If you lost an engine on short final, in a twin, then I don't really see a major problem so long as it is handled correctly and so long as you don't have to go around. In fact I think many of the ME POH's say that single engine go around is 'not recommended'. You would notice the yaw especially as you increased power to maintain the GS. Short final, your props should be forward, and you should have enough power on the remaining engine to remain on the glide slope, even in an under powered A/C. I would not put the gear up or flaps up on SF as I would now consider myself committed to land, though would feather the offending engine if I had identified and verified with time to spare. I was always taught that if flying an asymetric precision IAP, once at the FAF gear down and you're now committed to landing, anywhere on the field (taxyway, runway, midfield), rather than go around. Slightly different for a NPA, where I would leave the gear and flaps UP until I knew I had it made. Mind you I wouldn't attempt a NPA with one engine unless I knew that I could have field in sight well above minimums.
An engine failure on take off in a twin is far more serious than during landing.
Cheers
EA
