The knee-jerk "Mixture/Props/Power, Identify, Verify, Feather" procedure is a tool to save your @ss in light twin when you lose one on takeoff.

In all other phases of flight a professional should engage his brain momentarily before yanking levers. If you're on short final, just land. If you're in cruise, figure out what you did to misconfigure the fuel system and fix it, etc.

 

If you're 100% serious I have someone that will walk your resume in.

 

The VDP and descent things have been beaten into the ground pretty well, so I won't comment except to say VDP's are recommended and only on non-precision approaches. Turbojets/props will usually abide by them cuz it kills that whole "landing usually normal maneuvers" thing...but if I don't see the runway at the VDP and I'm in a 172 on a 8,000 foot runway, I think I have some time to wait and see

As far as the "Firewall everything" on final if you lose an engine....no. Please god no. I can't count how many students I've watched bust their multi checkrides doing this. One girl couldn't even get it on a 10,000 foot runway (yea, you read that right) because she firewalled it, never got down, forced a single engine go-around, thanks for coming out. If you did that in the jet...have fun with the SE Go around, the rest of us will be on the ground calling maintenance.

 

In the 737, if you lose an engine on final, simply land at flaps 15 (normal is 30) and bug for Ref15 plus any wind additive. You do this in the event you have to perform a single engine go around. Slow smooth inputs will work best. Do not firewall or jam in the power as the reaction of the airplane will produce unwanted results and alot of unnecessary work.

 

I think this sums up what I tried to convey in my previous post.

As for ToiletDuck, you obviously are very inexperienced judging from your answers. I just hope you stay safe.

 

Another wrinkle to this is that real (read not simulated) engine failures are often not clear-cut catastrophic events. You may need to exercise some judgment as to if or when to shut down an engine that is running rough, and/or producing partial power, and/or overheating, etc.

 

I based what I've said off the aircraft I've done it all in which was a piper seminole. As stated I live in the desert in texas which agreed offers complete different situations which I did not take into account for everyone else. With 180hp a side and full tanks. Under just about every situation of flight you do as I instructed. I've done it many times and at 95-103 degrees F the aircraft will not fly at the same power setting or only a few more inches of MP if you have gear down flaps down. If you don't feather you def. won't make it unless you're crossing the threshold. My mistakes were posting as if it's true for all aircraft which it isn't. I've killed an engine in the merlin and true you don't do any of that because it has enough power. You adjust for the situation. When I read the post I was assuming it was a student asking which would mean he's in a training twin which would limit it to a few and I automatically assumed it was the same conditions from which I've done it which was error on my part. However nothing about it is unsafe. The only unsafe things I've read were in your post about how you give your checkrides and the things you'd teach a student.

 

I think the general consensus is you feather the engine no matter what. Where people disagree is what to do with the power on the operating engine. I flew seminoles for almost 3 years in temperature and humidity conditions that regularly would give you -100 to -200 fpm single engine in the summer. Heres the thing Toilet: if you are on an approach (an ILS for example) and maintain your airspeed at Vyse (88kts) throughout the approach. Assuming no wind, you WANT a descent rate of roughly 400fpm. So, the idea of just mindlessly shoving the power forward will not only cause you to loose the glideslope, you will more than likely loose the LOC as well as you deal with the yaw. Not to mention that you are trying to secure the dead engine while all this is happening. I think most of us who fly professionally realize that there are VERY few situations where a kneejerk reaction is what is called for. Generally a slower, measured response is the best way to handle any situation. Also, I am willing to bet most people on this forum have time in a PA44 and are at least somewhat familiar with its single engine handling characteristics.

 

Ditto what freezingflyboy said. I've got 380+ Dual given in the seminole including flying in TX and FL in hot weather. Standard procedure we taught for engine failure after GS intercept, identify, verify, feather. If you start the full MPT, flaps up, gear up, you've just taken up your gear right before landing, leaving a potential belly landing.

We stressed that after passing FAF on your descent, identify, verify, feather. No need for the rest. Just follow the golden rule number one in all situations, fly the plane. If you're thinking and not losing your head, no need to jump into a rote robot drone. Just consider the situation for a second, realize you're descending on final, feather the engine, and land the plane.