I read this and it seems rather unusual that the simulation ended so close to the ground. How do the other CFI's here practice the situation? Here are a couple of quotes and the link to the article.
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http://www.ntsb.gov/ntsb/brief.asp?ev_id=20031201X01972&key=1
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The CFI stated that he last cleared the engine about 1,000 feet agl. During this event, the engine's speed increased to approximately 2,000 rpm for a few seconds. Nothing unusual was noted, and the CFI continued allowing the airplane to descend toward the dry wash area that he had pointed out to the student. When the airplane was over the site, about 100 feet agl, the CFI directed the student to terminate the approach by initiating a go-around. The student advanced the engine's throttle, but no increase in engine rpm was noted. The CFI did not indicate that he attempted to speak with or take over the airplane's controls from the student. The student pulled the yoke aft, the airplane stalled, and the left wing impacted the ground with the wing flaps extended to 10 degrees. Thereafter, the airplane touched down hard in the dry wash, the nose gear collapsed, and the emergency locator beacon activated.
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The student stated that the CFI immediately pushed the carburetor heat control forward to the "off" position and stated that its use was not necessary. During the descent, the CFI cleared the engine two or three times. The student stated that as the airplane proceeded straight toward the simulated forced landing site, he extended the wing flaps to the 30-degree position. Upon descending to about 350 or 400 feet agl, the student applied engine power to terminate the simulation and commence the go-around. At this time, the CFI took over the flight and engine controls, and he retarded the throttle thereby returning the engine to idle. Following this action, the CFI stated "we need to bring it down to within 20 feet" agl. The student stated that at no time during the subsequent
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http://www.ntsb.gov/ntsb/brief.asp?ev_id=20031201X01972&key=1
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The CFI stated that he last cleared the engine about 1,000 feet agl. During this event, the engine's speed increased to approximately 2,000 rpm for a few seconds. Nothing unusual was noted, and the CFI continued allowing the airplane to descend toward the dry wash area that he had pointed out to the student. When the airplane was over the site, about 100 feet agl, the CFI directed the student to terminate the approach by initiating a go-around. The student advanced the engine's throttle, but no increase in engine rpm was noted. The CFI did not indicate that he attempted to speak with or take over the airplane's controls from the student. The student pulled the yoke aft, the airplane stalled, and the left wing impacted the ground with the wing flaps extended to 10 degrees. Thereafter, the airplane touched down hard in the dry wash, the nose gear collapsed, and the emergency locator beacon activated.
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The student stated that the CFI immediately pushed the carburetor heat control forward to the "off" position and stated that its use was not necessary. During the descent, the CFI cleared the engine two or three times. The student stated that as the airplane proceeded straight toward the simulated forced landing site, he extended the wing flaps to the 30-degree position. Upon descending to about 350 or 400 feet agl, the student applied engine power to terminate the simulation and commence the go-around. At this time, the CFI took over the flight and engine controls, and he retarded the throttle thereby returning the engine to idle. Following this action, the CFI stated "we need to bring it down to within 20 feet" agl. The student stated that at no time during the subsequent
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