Task IX.F
Engine Failure After Liftoff (Simulated)
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with engine failure after liftoff.
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. This is the highest-workload emergency in multiengine flying — low, slow, and asymmetric.
Control first — rudder against the yaw, pitch for airspeed. Then:
- Mixtures, props, throttles full forward; flaps up; gear up (drag flow)
- Identify — dead foot, dead engine
- Verify — retard the suspect throttle and confirm nothing changes
- Feather the correct prop
- Climb at VYSE and run the securing checklist when time permits (AFH ch 13, POH)
If the gear is still down and there's runway (or suitable surface) remaining — close both throttles and land. Continuing is only justified when the airplane is cleaned up, at or above VMC with a margin, and actually capable of climbing. Many light twins can barely climb on one engine on a warm day; forcing a climb that isn't there is how VMC rollovers happen (AFH ch 13).
VYSE (blue line) for best single-engine climb.
With obstructions ahead: VXSE, or VMC plus 5 knots, whichever is greater, until clear — then back to VYSE.
ACS tolerance: heading ±10°, airspeed ±5 kt. VSSE is the manufacturer's minimum speed for intentionally failing an engine in training — the evaluator won't pull one below it (ACS IX.F, AFH ch 13).
Losing one of two engines cuts power in half but kills roughly 80–90% of climb performance, because climb rate lives on excess power. A windmilling propeller is the single largest drag item — feathering it can be the difference between a climb and a descent. Gear, flaps, and even the wrong ball position all bleed away what little excess remains (AFH ch 13).
Wings-level with the ball centered actually puts the twin in a slip that costs climb performance. Best performance comes from banking 2–5° into the operating engine with the ball about half out of center toward the good engine — that aligns the fuselage with the relative wind. "Raise the dead" — dead engine side slightly high (AFH ch 13).
The evaluator fails an engine only at a safe altitude and airspeed (per VSSE and the ACS safety appendix). I simulate feathering by calling it out; the evaluator then sets zero thrust — a power setting that mimics a feathered prop's drag — so we get realistic performance without an actually-dead engine (ACS IX.F K6).
Accept it: maintain VYSE for minimum sink, and turn back to the departure airport or the most suitable landing area. Pulling the nose up for a climb that isn't available just decays airspeed toward VMC. Deciding early to land is the correct ACS answer, not a failure (ACS IX.F S7, AFH ch 13).
Official ACS elementsreference
Knowledge6 elements
The applicant demonstrates understanding of:
PA.IX.F.K1Factors affecting minimum controllable speed (VMC).PA.IX.F.K2VMC (red line), VYSE (blue line), and safe single-engine speed (VSSE).PA.IX.F.K3Accelerate/stop and accelerate/go distances.PA.IX.F.K4How to identify, verify, feather, and secure an inoperative engine.PA.IX.F.K5Importance of drag reduction, including propeller feathering, gear and flap retraction, the manufacturer’s recommended control input and its relation to zero sideslip.PA.IX.F.K6Simulated propeller feathering and the evaluator’s zero-thrust procedures and responsibilities.
Risk Management5 elements
The applicant is able to identify, assess, and mitigate risk associated with:
PA.IX.F.R1Potential engine failure after lift-off.PA.IX.F.R2Collision hazards.PA.IX.F.R3Configuring the airplane.PA.IX.F.R4Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).PA.IX.F.R5Distractions, task prioritization, loss of situational awareness, or disorientation.
Skills10 elements
The applicant exhibits the skill to:
PA.IX.F.S1Promptly recognize an engine failure, maintain control, and use appropriate emergency procedures.PA.IX.F.S2Establish VYSE; if obstructions are present, establish best single-engine angle of climb speed (VXSE) or VMC +5 knots, whichever is greater, until obstructions are cleared. Then transition to VYSE.PA.IX.F.S3Reduce drag by retracting landing gear and flaps in accordance with the manufacturer’s guidance.PA.IX.F.S4Simulate feathering the propeller on the inoperative engine (evaluator should then establish zero thrust on the inoperative engine).PA.IX.F.S5Use flight controls in the proper combination as recommended by the manufacturer, or as required to maintain best performance, and trim as required.PA.IX.F.S6Monitor the operating engine and aircraft systems and make adjustments as necessary.PA.IX.F.S7Recognize the airplane’s performance capabilities. If a climb is not possible at VYSE, maintain VYSE and return to the departure airport for landing, or initiate an approach to the most suitable landing area available.PA.IX.F.S8Simulate securing the inoperative engine.PA.IX.F.S9Maintain heading ±10° and airspeed ±5 knots.PA.IX.F.S10Complete the appropriate checklist(s).