per George's point, one should try it in whatever one flies rather than
beleive what is written. There is no question that many people will
react incorrectly but my experience is that it's not quite the way it is
written up.

4 to 10 seconds is an eternity that will lead to eternity.... I suggest
that one knows that their (single) engine quit on takeoff immediately
and one will tend to react quickly.

The inexperienced may immediately try to hold the nose where it was -
that will stall/spin them in.

The well read but inexperienced may immediately try to dump the nose too
quickly and overshoot best glide. This will lose total energy and the
"500 foot turn and return to the airport" will be quite impossible.

Practice in a particular a/c will be a revelation to many. First, my
experience suggests that on some a/c, the nose will immediately seek
trim speed and the nose will fall. Presuming an optimal climb from
takeoff, you will probably need to slow a bit for max level glide. So a
little pull will be called for during this manuever. If a turn is
required, especially a 180, an immediate 'sharp' bank is required. The
bank needs to be well beyond a standard rate, the nose will have to be
held up to make it.

If you practice it, it is quite amazing what can be done in terms of a
return to airport from less than pattern altitude. If you don't
practice it, it is quite amazing how far short you will be - or how fast
the stall spin will develop.

If you don't practice, put the nose in a steep final approach attitude -
cross check the airspeed and fly to a landing within 20 degrees of you
heading.

The Cirrus is a pretty hot ship it seems. It's not about glass, it's
about wing loading.

cpu wrote:
Yeah, we get told that. In fact, however, the nose will drop all by itself in

most light aircraft. If the pilot doesn't stop it from doing so.

Your point is well taken. No question about that. From ASF's
material, a pilot will take 4 to 10 seonds to "realize" or "register"
the trouble. So there isn't really much time left. Plus the
instructor usually will take over when he "feels" the student can't
handle it. But in a less-forgiving aircraft, the instructor must be
very fast and determined, otherwise, it can cause death like this.