Task IX.E
Engine Failure During Takeoff Before VMC (Simulated)
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with engine failure during takeoff before minimum controllable airspeed (VMC).
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. An engine failure on the takeoff roll below VMC has exactly one correct answer: reject.
Reject — close both throttles smoothly and promptly, maintain directional control with rudder (and brakes as needed in a landplane; flight controls in a seaplane), and stop on the remaining surface. I never attempt to continue the takeoff — below VMC there isn't enough rudder authority to counter the asymmetric thrust (AFH ch 13).
VMC is the minimum airspeed at which directional control can be maintained with the critical engine suddenly inoperative and the other at takeoff power. Airborne below that speed with one engine out, full rudder cannot stop the yaw/roll toward the dead engine — the airplane departs controlled flight at an altitude where recovery is impossible (AFH ch 13, 14 CFR 23.2135 heritage 23.149).
Red radial line: VMC, the sea-level minimum control speed demonstrated under certification conditions.
Blue radial line: VYSE, best single-engine rate-of-climb speed — the speed that delivers the best climb (or slowest sink) on one engine.
Rotation should never be planned below VMC plus a margin (AFH ch 13).
The distance to accelerate to liftoff/decision speed, lose an engine at that instant, and brake to a full stop. If the runway is shorter than the accelerate-stop distance, a rejected takeoff means going off the end — so I compute it from the POH for the actual weight, wind, temperature, and runway before every multiengine takeoff (AFH ch 13, POH).
The commit points, decided before the throttles go up:
- Any failure before rotation or below VMC/liftoff: close both throttles and stop
- Failure after liftoff with gear down and runway remaining: land straight ahead
- Failure after liftoff, gear up, no runway: fly it as an engine failure after liftoff at VYSE
Briefing it beforehand is the antidote to the startle response (AFH ch 13).
Anything that changes rudder authority or asymmetric thrust:
- Density altitude: VMC decreases as the good engine makes less power
- CG position: aft CG shortens the rudder arm and raises VMC
- Bank angle: toward the operating engine, each degree up to 5° lowers VMC
- Prop: whether the dead prop is windmilling or feathered
Full treatment lives in the VMC demo task (X.B) (AFH ch 13).
Official ACS elementsreference
Knowledge3 elements
The applicant demonstrates understanding of:
PA.IX.E.K1Factors affecting minimum control airspeed with an inoperative engine (VMC).PA.IX.E.K2VMC (red line) and best single-engine rate of climb airspeed (VYSE) (blue line).PA.IX.E.K3Accelerate/stop distance.
Risk Management3 elements
The applicant is able to identify, assess, and mitigate risk associated with:
PA.IX.E.R1Potential engine failure during takeoff.PA.IX.E.R2Configuring the airplane.PA.IX.E.R3Distractions, task prioritization, loss of situational awareness, or disorientation.
Skills2 elements
The applicant exhibits the skill to:
PA.IX.E.S1Close the throttles smoothly and promptly when a simulated engine failure occurs.PA.IX.E.S2Maintain directional control and apply brakes (AMEL), or flight controls (AMES), as necessary.