This is an interesting read altho' it's mostly focused on the 'after we completed the forced landing' side of the episode. It also reports on a very straightforward flight. The engine failure didn't occur in or near controlled airspace and there really was only one option the pilot needed to consider: where to land.
For an exceptionally well written recent account of an engine failure - with more complicated circumstances that probably reflect the airspace in which many of us fly at least some of the time - I encourage you to read this thread on the AOPA Forum:
The most useful parts of the thread are the initial postings that layout the event, then a few follow-up posts by the pilot in response to Q's and second-guessers, and then near the end a follow-up report on what happened *after* the plane was on the ground. The pilot needed to change his emergency landing plans, bust a TFR, and coordinate all of this with ATC...and IMO this is a text book example of how such a circumstance should be handled.
Couple of quick hits re: both incidents:
-- both this stories illustrate why you would want to be using flight following with ATC whenever possible if not flying IFR; one pilot was better off because he was using FF, the other would have been better off if he was
-- we all should have two facts about our flight readily at hand: How many minutes of flight do I have if I lose the engine, which means I start by acknowledging my AGL, not MSL, and I know my fpm descent rate at best glide speed. (For our Grumman, a conservative number we used @ 72 kts is 500 fpm). And how many miles can I realistically glide, meaning I need to have a simple ratio at hand which applies to best glide speed. (For us - and a number of other single fixed wing a/c - it's 2 NM/1K' AGL)
(Yet another story about Jabiru engines, I notice...)
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