With the engine stopped aircraft is flown to the high key position, spiral to pattern altitude followed by a 180 degree power off accuracy landing. This is what you train for!
I found the following passage below from Bob Reser to be very true, I flew the approach really high even though I left the high key at 1,000ft. I had to slip very aggressively from base all the way through final in addition to 40 degrees of flaps. I believe this is due to the much better glide capability of the aircraft with a stopped prop versus an idle engine which is what you normally would train the maneuver with. There is a wide chasm between "simulated emergency" and "the real shit." Just being aware of that fact will help you.
From Robert Reser's Book:
"The Mental Anxiety
A pilot making an actual engine-out approach to a selected area may begin realizing the aircraft could land short. It is almost impossible to convince oneself not to fly a little high or a little fast on an emergency power-off approach. Real-life experiences show it is usual for pilots to do one or the other and often both, staying high and fast.
This is a decision a pilot must have made prior to flight. It is essential to review, study, and consider how one will think when in the engine-out situation. How will the engine out approach affect oneself mentally?
It takes an aware pilot to keep flying a normal directed-course approach in these conditions. Clear understanding of power off and idle-power approach and landing procedures is required. Minimum power landing proficiency and understanding use of
ground-effect helps in the decision not to fly too high or too fast.
Remember; the accident occurs at or after touchdown. Until then, fly your airplane."
Update 1/10/19 - Just got this out of an email form Rob Reser who I respect very much - "The cause of accidents; when making emergency off-field landings is commonly blamed on engine failure of any reason yet an accident doesn’t occur until landing and only then if there is damage or injury. This is an unintended consequence of the training to not use idle power approaches. Off-Field spot landings and survival of the landing roll are seldom emphasized, and so initial flight training should be done with idle power at least when an Instructor is on board plus saving lots of time in the traffic pattern."
