"Matt Whiting" wrote in message
...


I suspect it also depends a fair bit on what the pitch change is with
power change in the T6. I'm assuming as with most conventional airplanes
that the loss of propwash on the tail would likely also cause a nearly
immediate pitch down which only complicates the problem with speed loss
due to the high drag of the airplane.

Matt

I would look for an immediate mushdown into the water at some downward angle
determined by the exact speed and angle of attack involved as the engine
quit followed almost immediately behind that with a nose down pitch rate,
both of which I would imagine would ruin your entire day.
All these "ragged edge" stunts are fine as long as every single facet of the
aerodynamics remains in balance. This one definitely goes in my bag of
"Russian roulette" tricks to be avoided.
It's like anything else associated with down low tricks, stunts, and acro.
The lower you get, the narrower the error margin becomes. You can be sharp
as a tack on Saturday afternoon at 150 feet and get away with a super slow
roll on takeoff. You can also be the same "sharp as a tack" at 75 feet on
Sunday morning doing the same thing again and kill yourself because you
weren't RAZOR SHARP as a tack instead.
There is always the chance of an engine sputtering or failing while engaged
in this type of work. Most pilots including me give themselves just a little
bit of room in case something goes wrong up front. Those who take the
airplane into an area where they don't have that little bit of room to
wiggle are now completely dependent on the engine NOT failing them during
the time the stunt is running.
It's a dangerous game, and many have died playing it.
Dudley Henriques