Page 24 - Volume 18 Number 8

Iwas training the pilot of a very nice, very early Beechcraft Baron – a 1961 95-55 that was just outside the “never buy the first 100 serial numbers of anything” caution range. It was the first time I’ve flown with the Pilot Receiving Instruction (PRI), but he has a superb local instructor who has schooled him well on procedures, self-briefings for each phase of flight, and cockpit flow checks.Before our second training hop, I briefed the PRI on my presentation of engine failure scenarios. I’ll simulate engine failures to the extent safely and realistically possible in an airplane, I explained. Nonetheless, I continued, it’s simply not safe to reach up and pull the mixture control, instigating a real-world engine failure, except under extremely controlled conditions. Instead, I would simulate engine failures only at altitude,with a gradual reduction of throttle. The surprise factor isn’t there, I admitted. But, the rate of departure from controlled flight at altitude is much less than a pilot would experience with an engine failure close to sea level—at 5,000 feet MSL, the “good” engine only develops about 82% power, even with throttle,prop and mixture handles fully forward.So, a simulated engine failure in the practice areais more benign and lessTwin Proficiency:One Burning,By Thomas P. Turner22 • TWIN & TURBINEAUGUST 2014