Posted for ChasNelson@aol.com:

 I am just a private pilot (IFR, complex, high performance SEL), but I am
 fortunate enough to fly daily to work.  So I rack up a lot of hours for a
 non-professional (1600 in the last 4 years of commuting).  I recently bought
and
 repaired a Lancair 360.  It is a dream machine for my daily run from Santa
Rosa to
 Oakland, CA.  The original owner did a fantastic job of construction.
 
 Before the Lancair, I commuted in a Cherokee 180 (1400hrs of commuting).  So
 high performance aircraft are new (120hrs now) to me.  Along my commute there
 is an airport about every 10 miles or so (STS, O69, DVO, Smith Ranch pvt,
CCR,
 OAK).  The distance between STS and O69 (Petaluma) is 20 miles, so I choose a
 cruise altitude of 5500 feet and 6500 feet.  This is based upon a 10:1 glide
 ratio.
 
 In the Cherokee, I would do simulated engine failures and pull the power 10
 miles out from STS.  Pull back on the nose, get 75 kts, and wait, and wait,
and
 wait and wait. Eventually I would enter the pattern at 1000 to 1500 ft AGL
 and land without touching the power.  I did this to build my confidence if I
 lost an engine.  Especially, since I fly a lot of IFR, I wanted the feeling
and
 real world experience if things went tahtahs akimbo in IMC.
 
 Now a Cherokee is no Lancair, but the training applies to an extent.
 
 Earlier this year, my wife and I were avoiding the kids at 10500 feet over
 the Trinity Alps in NorCal.  This area is mountainous with few landing sites.
 
 Well the #4 fuel injector plugged up and the engine just about came off its
 mounts before I pulled the power.  Redding was 45 miles away and we were
losing
 altitude, but had up to 1800 rpms to slow the decent if needed.  Behind us
was
 Ruth airport on an old dude ranch.  Ruth airport is in a canyon with a
 2500-3000 foot paved strip.  We picked this as our landing site, established
the best
 glide, and headed for the canyon.  We got over the airport about 2000 ft AGL
 and made a few tight turns spiralling onto final.  We were high on the last
 roll out, dumped the flaps, gear, and s-turns to land.  I burned a flat into
one
 my new tires, but we landed safely without incident.  Fortunately, my wife
 was totally composed, but anxious, worried, and frightened.  So was I.  She
 stayed quiet and let me fly the airplane.
 
 I trouble shot the engine and checked the VM1000 data.  #4 EGT was very hot
 an indication of fuel starvation.  I pulled the injector, blew it out with my
 portable pulmonary injector cleaner.  I did a couple of run ups and weighed
our
 options.  Another plane came along and the pilot and I discussed what to do.
 
 We decided to head over to Shelter Cove, have lunch and see how things went.
 
Fortunately, all went well and the plane is running fine.
 
 The "feel" I had in the Cherokee was very similar to that in the Lancair.
 The thought process, patience, waiting it out, spirals, S turns, waiting on
the
 flaps, was familiar to me.  In my minds eye, I saw the course of events
 leading to final and landing, because I had been there before. Had I not
practiced,
 well...  I know for sure, I would have been a lot less confident.
 
 We have some long runways out here in CA.  I plan to go up with CJ Stevens
 and get some "real" emergency training under the hood and in the clear to
build
 up some more proficiency.
 
 No matter what you fly, go "play" with some of the emergency and contingency
 procedures.  In my 4 plus years of commuting, all of it, partial panels,
 electrical failure, carb ice, ice, fouled plugs, near misses, nordo, etc. has
 happened. Real practice is really helpful.  Take a buddy so you can simulate
the
 CRM stuff, but don't get into real trouble.