Task IX.G
Approach and Landing with an Inoperative Engine (Simulated)
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with approach and landing with an engine inoperative, including engine failure on final approach.
Note: See Appendix 2: Safety of Flight and Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations for information related to this Task.
References: FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-25; FAA-P-8740-66; POH/AFM
Study Notes
AMEL/AMES task. The single-engine approach is flown almost normally — the difference is discipline about speed, configuration timing, and the go-around decision.
- Maintain control
- Set engine controls (mixtures/props/throttles), reduce drag
- Identify (dead foot), verify (retard the suspect throttle)
- Simulate feathering — evaluator sets zero thrust
- Trim for zero sideslip, run the securing checklist, and plan the approach (AFH ch 13, POH)
Slightly higher or tighter than normal, never lower — altitude is the bank account. Maintain VYSE until landing is assured, then slow to the POH-recommended approach speed. ACS tolerance on final: recommended approach speed +10/−5 kt, stabilized, touching down in the first third with centerline alignment (ACS IX.G, AFH ch 13).
Later than normal — each adds drag the remaining engine must overcome. Typical technique: gear down when landing is reasonably assured (abeam or on final within power of the field), approach flaps on final, and full flaps only when landing is certain. Until then I keep the airplane in a configuration that could still climb (AFH ch 13).
Treat it as a hard commitment problem: once I'm below roughly 500 ft AGL with gear down and full flaps, a single-engine go-around may be aerodynamically impossible in a light twin — the drag exceeds the climb capability while I retract everything. So I decide early, fly a stabilized approach, and if it's not working, break it off high, not low (AFH ch 13, ACS IX.G R6).
Two floors below me: VMC (directional control) and stall. Low, slow, high power on one side is exactly the VMC-rollover setup, and there's no altitude to recover. Blue line until landing assured protects both margins (AFH ch 13).
I perform the identify/verify steps and simulate the feather by stating it; the evaluator sets zero thrust to mimic the feathered drag. I still run the real checklist flow, monitor the operating engine (temps, fuel flow), and complete the appropriate checklists through touchdown and rollout (ACS IX.G K5, S10).
Official ACS elementsreference
Knowledge5 elements
The applicant demonstrates understanding of:
PA.IX.G.K1Factors affecting minimum controllable speed (VMC).PA.IX.G.K2VMC (red line) and best single-engine rate of climb airspeed (VYSE) (blue line).PA.IX.G.K3How to identify, verify, feather, and secure an inoperative engine.PA.IX.G.K4Importance of drag reduction, including propeller feathering, gear and flap retraction, the manufacturer’s recommended control input and its relation to zero sideslip.PA.IX.G.K5Applicant responsibilities during simulated feathering.
Risk Management6 elements
The applicant is able to identify, assess, and mitigate risk associated with:
PA.IX.G.R1Potential engine failure inflight or during an approach.PA.IX.G.R2Collision hazards.PA.IX.G.R3Configuring the airplane.PA.IX.G.R4Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).PA.IX.G.R5Distractions, task prioritization, loss of situational awareness, or disorientation.PA.IX.G.R6Possible single-engine go-around.
Skills10 elements
The applicant exhibits the skill to:
PA.IX.G.S1Promptly recognize an engine failure and maintain positive aircraft control.PA.IX.G.S2Set the engine controls, reduce drag, identify and verify the inoperative engine, and simulate feathering of the propeller on the inoperative engine (evaluator should then establish zero thrust on the inoperative engine).PA.IX.G.S3Use flight controls in the proper combination as recommended by the manufacturer, or as required to maintain best performance, and trim as required.PA.IX.G.S4Follow the manufacturer’s recommended emergency procedures and complete the appropriate checklist.PA.IX.G.S5Monitor the operating engine and aircraft systems and make adjustments as necessary.PA.IX.G.S6Maintain the manufacturer’s recommended approach airspeed +10/-5 knots, in the landing configuration with a stabilized approach, until landing is assured.PA.IX.G.S7Make smooth, timely, and correct control application before, during, and after touchdown.PA.IX.G.S8Touch down on the first one-third of available runway/landing surface, with no drift, and the airplane’s longitudinal axis aligned with and over the runway center or landing path.PA.IX.G.S9Maintain directional control and appropriate crosswind correction throughout the approach and landing.PA.IX.G.S10Complete the appropriate checklist(s).