"gatt" wrote in message
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"Dudley Henriques" wrote in message
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http://groups.google.com/group/rec.a...fcecd2c0126ad5

Interesting read. Just what you want in an instructor :-))

Hey, all, I have a question about a comment in the

"Sounds like another stupid instructor trick: practicing engine out
procedure at altitude by actually killing the engine. Could lead to an
'Oh ****!' experience. "

Is that really a stupid instructor trick at altitude? My first instructor
did it during our first cross country work--"Oops. I wonder how that
happened?" Later he said he did it because the examiner would do it on
the checkride. In fact, when the examiner did it on the checkride I
reflexively checked the fuel lever first.

...When he asked me why I didn't go through the whole emergency procedure
in order, I said because I checked the fuel shutoff valve first because
it's so easy for some passenger to accidentally bump it. The rest of the
maneuver started with him saying something like "Okay [implied
"smartass"], suppose that wasn't the problem. What would you do?"

Is this no longer considered good instructional practice?

Number 1 on the list for an actual engine out is to lower the nose and
maintain airspeed and control of the aircraft. Fly the airplane is always
number 1. Changing tanks and/or checking the fuel shutoff valve should be an
automatic first action on the checklist.
I don't believe in shutting an engine down completely to teach realism to a
student. Never had to do this, and don't recommend other CFI's do it either.
There's always the chance of packing up the engine playing around like this
and the gain in creating a more realistic scenario for the student can
easily be countered by the instructor facing an actual engine out and forced
landing.
The difference between a windmilling propeller (I'm talking singles here)
and a stopped prop on glide can easily be covered by an instructor and
understood by the student without actually stopping the prop.
Bottom line for me anyway, is that I never recommend an actual shutdown. I
DO recommend serious practice of simulated engine out landings (no power
assist from an unknown point through the landing) ON THE RUNWAY with
particular attention to the attainment of a key position for the subsequent
power off approach and landing on the runway.
In all the years I was instructing, I found this method completely
satisfactory for preparing a pilot to handle a forced landing.
Dudley Henriques