Nope.

Years ago, I had a piece about 8 inches square break out of a C140 windshield and go straight into my passenger’s face breaking his nose. It was found that the wrong model windscreen had been installed in the aircraft during a rebuild. Seemed to fit fine, but there was obviously pressure and stress ...

. Both of those options aren't mutually exclusive. Seems like he's doing both. What's wrong with that? That's how you learn. True enough, but there can be a fine line sometimes. And my interpretation is that line has been crossed. But perhaps I am wrong. I guess my thoughts are that all this scenar...

quickly and dramatically

There Red/white. Fixed it for you..

Some smart people here are giving you good advice. Might be a good idea to consider rather than argue.. just sayin,

I was alway taught to do a dead mag check at low RPMs after start.
But the same applies

Absolute beginner students (pre solo) , only need to learn engine failure on departure and in the circuit. They do not need to get any other forced approached training, until after they leave the circuit and start their upper air work. If they have an engine failure solo, it will be within 1000 AGL ...

I have done two students for multi on a Navajo. It is not hard on the plane if your instructor understands the proper procedure for simulating an engine failure. Blown engines can be expensive. It is actually a nice stable platform to learn on. And you get the added advantage of learning how to prop...

I would not be to concerned about the real world implications for teaching students. The objective, at their level is to instil them with a solid grounding in knowledge and flight fundamentals. When they finish up, regardless of the path they choose, if they have the fundamentals, they will easily a...

after the students can do their own walk around I usually see an instructor just walk straight to the airplane and get. In I could not agree more. A couple other observations on my part as well, but I am fairly confident one or two would characterize it as instructor bashing, so I will pass on post...

On Topic. Never heard of one before this thread. And I expect if I do hear one on the radio I will be be asking the pilot to explain what they are saying. Cutsesie is not a great plan if there are other aircraft around who are not in on the latest FTU buzz words. It is not communication unless every...

. Responding to an engine failure is a matter of confidently and smoothly taking the correct actions, which is not best done suddenly or by reflex action. There are very few flying scenarios that you can't make worse by rushing. And most real power loss scenarios are preceded by some warning. This ...

It is easy to dismiss it out of hand, but as it happens, the question comes can we learn anything from their thinking prior to departure. This unfortunately happens far too often, the third time for a Navajo right off the top of my head Years ago I went in a rethink of fresh CPLs. They arrived with ...

I would be interested to hear in these fuel starvation accidents/incidents, the pilot’s thinking that got them to that point.

It would be a good topic for pdm seminars.

Well, Ifly.

I had written a response to you post. Then reread your latest posts.
I think there is little point in discussing this anymore with you.
Your mind is made up. No need to confuse things with the facts, or try to brush off your attacks to defend your position.

We are getting a bit off topic here, but yes to the cowlflaps. I don’t have the numbers for a 337, but IIRC, in the Navajo you could get about 50 extra feet of climb per minute with them closed. Both sides with an engine failure. The problem with the 337 cowl flaps is they don’t have limit switches,...

I didn’t feel any safer in a 337 than I did in a 206. Stall speed is higher, turn radius larger, the fuel management is more complex than nearly every turbine aircraft in existence, twice as likely to have an engine failure, and the remaining engine was quite unlikely to get you back to an airport....

I think we have strayed a bit from the intent of the OP.(simply an observation , not a criticism) But at Vx, and an engine failure, without getting into all the aerodynamic issues, the plane is going to slow down faster than it would at Vy, and, more importantly, needs a bigger pitching movement dow...

Ok, I will ask:

How do you know?

Maybe. And a huge amount of drag if the engine fails.

Take the power off in a steep climb in pretty much any float plane and see how fast drag slows you down. Getting the nose to the correct pitch attitude is usually required fairly quickly.

Vx is a procedure that is only used in special circumstances. And for a short a time as required to clear an obstacle. Remember the old saying about superior pilots using their superior knowledge to avoid having to use their superior skills? A good lesson to learn before you need To read About or pa...