"Shirl" wrote in message
...
"Al G" wrote:
Al G, 7 engine failures on 6 aircraft, no off field
(unscheduled) landings.

7 engine failures on 6 aircraft ... in how many years? how many hours?
Just wondering because the off-the-cuff attitude expressed here (which,
having had one, I disagree with) is that "the odds are very small" of
having an actual engine failure. Hardly seems that's been the case with
you!

Bottom line is that whether it's none, one or six, small odds don't mean
that it doesn't happen or that you don't have to concern yourself with
being prepared. Even though Kirk says his recent practices have been hit
and miss, he would, by virtue of the fact that he's been *doing them*
and thinking about that process, at least have the drill and how the
airplane reacts to various things fresh in his mind -- in terms of
having some degree of preparedness, isn't that a better place to be in
the event of an actual failure than if you hadn't practiced the drill
since your last BFR (which could be as long as two years ago)?

It occurs to me after reading my post, that I missed mentioning one of
the more important points.

In an emergency, you will act just like you trained. The things you
practice, you will do automatically when faced with surprise and threat.
Practice closing the throttle a little earlier, a little further out, each
landing. You pick up a terrific feel for the attitude of a good glide. One
of my engine outs was an induction system failure at 250' on departure. The
T210 was climbing smartly with gear in transit about halfway down the
runway(4000'), when the thing just quit like you pulled the throttle to
idle. While I was looking dumbfounded at the MP and RPM, my left hand was
gently pushing over to just the right attitude for the upcoming glide. I
think for a second there I was almost in shock. Nevertheless, I did just
right. You would be amazed at what your brain can do when you've taught it
correctly. One of my students once said, "Luck is where opportunity meets
preparation".

Al G