BOLD PRINT items should be committed to memory..
there is not time to do anything else than practiced items..
Then when you are safe, and still flying, it is time to "wind the watch",
slow things down, get out the checklist and take care of solving the rest of
the problem.

Granted.. 200ft at take off power.. not much to do.. pitch for airspeed,
pick some thing within 20-30 degrees left or right of track that looks
soft.. and never quit flying.. as some one else posted.. fly it as far into
the accident as you can.

EP brief is part of the pre take off checklist, Glider flying... below
200ft.. straight ahead.. 200-500ft AGL, (and we make our students make a
verbal 200ft and 500ft call) a prebrief pitch for airspeed, 235 degree turn
back (45 degree intercept) to land opposite direction. Above 500ft, an
abbreviated traffic pattern and land into the wind.

Even flying twin engines, pre takeoff EP Brief, engine cough before
rotation, both throttles to idle, breaking straight ahead.
After rotation.. there is normally not enough runway left to stop.. based on
pre determined accelerate / stop computation
Everything forward, Both Throtttles full power, Props and Mixture, Pitch for
Vyse (airspeed)
Then, clean up (gear up, flaps up (as POH recommends)),
IDENTIFY, dead foot dead engine
VERIFY, reduce throttle on dead engine.. no change you got the right one
RECTIFY, Prop, dead engine feather, mixture idle cut off

Out here in the hot high altitude west, 40C and 3000MSL, most light twins
are already below their single engine service ceiling before they even start
the take off roll. Plan on landing straight ahead.

BT

"Ol Shy & Bashful" wrote in message
...
Do YOU have one? Do you rehearse it or practice it while the pressure
is off? If not, why not? What do you use for immediate action and why?