NewStart →
← Lesson plans

Commercial pilot · ACS CA.IX.B · Instructor lesson plan

Emergency Approach and Landing (Simulated)

Student pack: Train: Emergency Approach and Landing (Simulated) · Full lesson: Prepare guide

Instructors: sign in to edit and approve your own version.

1 · Objective

By the end of this lesson your student can explain emergency approach and landing (simulated) in their own words, apply it in a realistic situation, and fly it to the ACS standard for CA.IX.B.

Why it matters for safety: Most engine failures end in a survivable landing when the pilot flies the airplane to a chosen spot. The fatal ones often involve a stall while stretching a glide or turning back, or flying into obstacles. A practiced plan keeps the pilot calm and the airplane flying.

2 · Assign before the lesson

Pre-work: the free Train pack, Emergency Approach and Landing (Simulated). Engine out: best glide, pick a field, plan the path, run the checklist, secure the engine, and land under control.

Anyone can open this link, no account needed. To see who trained it on your roster, use a free instructor account.

Pack: pilotprep.pro/train/cpl/emergency-approach-and-landing · Full lesson: pilotprep.pro/prepare/cpl/emergency-approach-and-landing

3 · Teach sequence

Key points to land

  • In order: (1) pitch for best glide and trim, and fly the airplane; (2) pick a landing area within reach and turn toward it; (3) only then the restart and forced-landing checklist, if altitude and time allow; (4) communicate.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures; Commercial Pilot ACS (FAA-S-ACS-7B), CA.IX.B.S3-S4)
  • Best glide gives distance; minimum sink gives time aloft. The published best glide is for maximum weight and falls as weight falls, but the still-air glide distance barely changes. Gear, flaps and a windmilling propeller steepen the glide: stay clean until the landing is assured. Into a headwind, add about half the headwind component to best glide for more distance over the ground (the POH governs); with a tailwind, slow toward, but never below, minimum sink.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • Reach comes first: rank only the fields you can surely glide to, then prefer into the wind, length, surface, slope, obstacles and help nearby. Plan to arrive at a key position (abeam the touchdown point) at a planned altitude with extra energy you can throw away early, so final is stabilized and you touch down at the slowest safe speed.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • Engine failure at low altitude (say 500 feet after takeoff): lower the nose to best glide at once and land ahead, within about 30° either side; no restart attempt, no checklist and no turn back that low; accept the surface and obstacles rather than a stall-spin. Brief it before every takeoff. Whether a turn back is ever possible depends on altitude, wind and practice in that airplane.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • If it won't restart and the landing is assured, secure it per the POH to cut the fire risk: mixture idle cutoff, fuel off, magnetos off, master off after electric flaps and gear are set; belts tight, passengers briefed and braced, loose items stowed, doors unlatched if the POH says. Gear and flaps as the POH says for the surface.(Your airplane's POH/AFM; Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex and High-Performance Airplanes)
  • Fly the airplane all the way to the ground: no stall-spin turning back, touch down at the slowest safe speed.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • Commercial standard: best glide speed ±10 knots.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IX.B.S1)

Immediate actions

  • Best glide speed and trim first. Faster or slower than best glide shortens the glide; minimum sink speed (a bit slower) keeps you up longest but covers less ground.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • A headwind shortens the glide, a tailwind lengthens it. Into a headwind, add about half the headwind component to best glide; with a tailwind, slow toward (not below) minimum sink.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • The checklist, if time allows, in your POH's order: fuel selector to BOTH or the fullest proper tank (switch tanks only in a left/right-only system), mixture rich, carb heat or alternate air on, magnetos both, fuel pump on if equipped; then try a restart.(Your airplane's POH/AFM)
  • If it won't restart, secure the airplane before landing, per the POH: mixture idle cutoff, fuel selector off, magnetos off, gear and flaps set as needed, master switch off once electric gear and flaps are set, doors unlatched, belts tight and passengers briefed. Fuel and electrics off reduce the fire risk if the landing is hard.(Your airplane's POH/AFM)

Choosing and flying to the field

  • Pick a field within glide range: length, surface, slope, obstacles, wind. Density altitude raises the groundspeed at touchdown and lengthens the landing.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • Plan a pattern to a key point (abeam the touchdown point, then base). Lose excess energy early, with S-turns and configuration on downwind and base; on final, only a forward slip and flaps once landing is assured, never steep S-turns low. A stabilized approach is the goal; excess energy at the fence is just float.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • Be ready to change the field if a better one or a hazard (wires, livestock) appears, but don't keep switching low down.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • Gear per the POH; there is no universal rule. Gear up is usually preferred for ditching and can reduce nosing over on soft or plowed ground; gear down can absorb energy and protect the cabin on some rough surfaces, but can collapse or rupture fuel lines. Unlatch the door before touchdown if the POH says.(Your airplane's POH/AFM; Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex and High-Performance Airplanes)

Help and locating

  • As workload allows: Mayday on the frequency you're on (121.5 MHz if you aren't talking to anyone), squawk 7700, and give your position, altitude, the problem and your intentions, so ATC can vector you to the nearest airport and alert rescue.(AIM, Chapter 6, Emergency Procedures)
  • 91.207 requires an approved ELT, not specifically a 406 MHz one; but 121.5 and 243 MHz haven't been monitored by satellite since February 1, 2009. A 406 MHz ELT, registered with NOAA and activated (automatically on impact, or manually), is detected by Cospas-Sarsat; a personal locator beacon is a backup, never a substitute.(AIM, Chapter 6, Emergency Procedures; 14 CFR 91.207)

Low altitude and attention

  • Don't stretch a glide by raising the nose; and avoid a steep turn back low: both lead to stall-spin. Watch for terrain and obstacles in the descent (CFIT).(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
  • Keep looking for traffic as you maneuver to the field.(AC 90-48, Pilots' Role in Collision Avoidance)
  • Fly the airplane first. Then the checklist, then communicate: tell ATC, squawk 7700 if needed. Divide attention between the emergency and the airplane.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)

Watch for in the airplane: Your instructor watches for best glide set and trimmed at once, a sensible field choice, a planned path that keeps energy in hand, the checklist done without losing control, and a stable final approach.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What is the first thing you do when the engine quits?

    A strong answer: Pitch for best glide speed and trim.

  2. Understand · What's the difference between best glide and minimum sink?

    A strong answer: Best glide gives the most distance; minimum sink gives the most time aloft but less distance.

  3. Apply · Engine failure at 3,000 AGL, a field 2 miles upwind, another 1 mile downwind. Which do you choose?

    A strong answer: Reach first: the upwind field means gliding into the headwind, which shortens the glide, so the closer downwind field I can surely reach beats one I might not, landing on it into the wind. Then the checklist and a planned pattern.

Scenarios to talk through

  • You're short of the field and tempted to raise the nose. What happens if you do?

    Sound decision: The airplane slows below best glide, glides shorter and approaches a stall. Hold best glide and pick a closer spot.

  • In a retractable, your field is a soft plowed field. Gear up or down?

    Sound decision: Often gear up on soft ground to avoid flipping over; follow the POH.

  • The engine restarts at 1,500 AGL after you switch tanks. Now what?

    Sound decision: Climb if able, head for the nearest airport, land and have it checked; keep the field in mind if it quits again.

5 · Common student errors

  • Slow to establish best glide.

    Why it matters: Each second at the wrong speed costs altitude.

    How to correct it: Pitch and trim immediately.

  • Choosing a field too far away.

    Why it matters: You land short.

    How to correct it: Pick one within easy reach and manage energy.

  • Focusing on the restart and losing control.

    Why it matters: The airplane comes first.

    How to correct it: Fly, then troubleshoot.

6 · Completion standard

  • Best glide airspeed ±10 knots; configuration per the POH and conditions.
  • Select a suitable landing area and follow a planned path to it; prepare for landing as asked; complete the checklists.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on CA.IX.B: pilotprep.pro/exam?exam=CPL&focus=CA.IX.B

7 · References

  • Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures
  • Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aircraft Systems; Flight Instruments
  • Aeronautical Information Manual (AIM), Chapter 6, Emergency Procedures
  • 14 CFR Part 91, 91.3, 91.205, 91.207
  • Commercial Pilot ACS (FAA-S-ACS-7B), Area IX
  • Your airplane's POH/AFM, Emergency Procedures
  • Airman Certification Standards, task CA.IX.B

PilotPrep instructor lesson plan, from the Emergency Approach and Landing (Simulated) lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.