I believe that would be wrong. They do but now they don’t train them to do much of anything. A lot of squadrons are GROUNDED.
Don’t sleep well tonight, you Air Force is GROUNDED.
Whether they teach dead stick landings or not, they do in all training, whether civilian or military, teach the importance of certain air speeds.
No matter single engine, twin or multi, there are certain airspeeds that make the difference in life and death.
The bigger the aircraft and the more engines, the more numbers you have to remember.
And with the really big birds, there is a different number for each critical flight situation according to gross weight.
So he should have nailed the correct glide speed for a 210 and stuck with it no matter what.
I don’t have any idea what that speed would be in a 210 nor what the spread between that and the stall speed is.Then you have to factor in a pad for gusts when pre frontal weather is involved.
When I looked at the radar display in my truck, it showed a line of rotational storms, lined up like fence posts, in that area or just west of it.
And they were fast moving along the squall line.
(I assume it was a squall line and not the front, which appeared from the truck radar to be slightly to the west, but without aviation weather showing wind shifts, pressure, etc., that is just a guess.)
Not really a good day for a 210.
I am way out of the loop in these days on the electronics in general use today, but when I was flying, very few 210’s had airborne weather radar. It would have been, in those days, a day for twins with airborne radar.
I realize there have been huge changes and multiple ways now of detecting cells and we don’t know what he had on that aircraft.
However, it still would have been a rough ride.