I will not be going back nor sending students for reasons beyond the busts.
I did learn from the previous two busts. I busted the first one on the instrument oral based on not knowing the minimum IFR climb gradient in the FAR-AIM at airports with out a published ODP. I studied the heck out of my ground material for every subsequent ride. The second, I learned to slow down after, almost feathering the wrong engine, went back after practicing in the sim and airplane and had the emergency procedures down cold. Practiced engine out scenarios in high density altitude enviornments, and experimented with various configuration changes to find the sequence that would minimize the descent rate.
The one yesterday, I busted after not getting the gear up fast enough when he failed an engine immediately upon coming out of an emergency descent. I identified and verified the correct engine but based on my sim experience I secured the engine first to eliminate the largest source of drag and then intending to raise the gear after the engine was feathered.
This was after two previous engine failure scenarios in clean configuration where I ran through the troubleshooting procedure, secure, shutdown and restart procedure keeping the aircraft above blue line, with in 50 feet of altitude and on heading.
Going forward I'm going to follow the standard procedure of blue line, directional control, forward levers, clean up, identify, verify, troubleshoot (if possible), and secure. Or what the manufacturer or operator specifies.
