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Instrument rating · ACS IR.VII.C · Instructor lesson plan

Instrument Approach and Landing with an Inoperative Engine (Simulated)

Student pack: Train: Instrument Approach and Landing with an Inoperative Engine (Simulated) · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain instrument approach and landing with an inoperative engine (simulated) in their own words, apply it in a realistic situation, and fly it to the ACS standard for IR.VII.C.

Why it matters for safety: An approach on one engine in weather leaves little margin: getting slow, configuring too early, or a missed approach the airplane can't fly can end in the ground. Choosing the airport, holding blue line until the landing is assured, and deciding about the missed approach before you start keep it manageable.

2 · Assign before the lesson

Pre-work: the free Train pack, Instrument Approach and Landing with an Inoperative Engine (Simulated). Fly an instrument approach on one engine: blue line until landing is assured, staged configuration, and a missed approach decided before you start.

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Pack: pilotprep.pro/train/ifr/instrument-approach-with-an-inoperative-engine · Full lesson: pilotprep.pro/prepare/ifr/instrument-approach-with-an-inoperative-engine

3 · Teach sequence

Key points to land

  • No slower than VYSE (or the POH single-engine approach speed, if higher) until landing is assured; then slow to the POH landing speed or about 1.3 VSO. Never below VMC at any point.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes; Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.C.S10)
  • Gear down at glidepath intercept or the final approach fix (or as the POH says); approach flaps only if performance allows; final flaps only when landing is assured.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)
  • A single-engine missed approach is performance-limited and may be impossible: brief go or no-go before the approach, and from decision altitude, configured, you are committed to land.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)
  • Zero sideslip: rudder, about 2-3° of bank toward the operating engine, the ball one-third to one-half out toward it, and trim.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes; Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.C.S3)
  • Stay within ¾-scale on the final approach course and glidepath; if circling, stay at or above the circling MDA until in position for a normal descent, within your category's protected area.(Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.C.S9, S11)
  • Instrument rating standard: altitude ±100 feet (or minimum sink), airspeed ±10 knots, heading ±10°.(Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.C.S7)
  • Ask ATC for the clearance and vectors you need, and declare the emergency.(Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.C.S6)

Approach procedures on one engine

  • Choose the approach and airport with the best weather, a straight-in approach and the longest runway within reach; brief it for one engine.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)
  • Protect the speed: no slower than VYSE (or the POH single-engine approach speed) until landing is assured, never below VMC.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)
  • Descend at a rate that arrives at the MDA or DA in position to land; keep the needles within ¾-scale.(Instrument Flying Handbook (FAA-H-8083-15B); Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.C.S8-S9)
  • Keep monitoring the operating engine and systems, and return the fuel system from crossfeed to its normal landing setting before landing.(Your airplane's POH/AFM; Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.C.S5)
  • In the flare: the higher approach speed makes the airplane float; reduce power on the operating engine smoothly, ease the rudder as you do, and avoid large, sudden power changes on final.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)

Configuring the airplane

  • Gear at glidepath intercept or the final approach fix; approach or intermediate flaps only if single-engine performance allows; final flaps only when landing is assured.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)
  • If you sink below the glidepath, add power on the operating engine with rudder and hold the speed; raising flaps low on final isn't a routine correction.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)

The missed approach

  • Before the approach, decide: can the airplane climb on one engine at today's weight and density altitude, well enough for the missed approach? If not, choose a better airport now.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)
  • Once at decision altitude with gear and flaps out, you are committed to land. A missed approach flown earlier needs full power, blue line, then clean-up in stages (flaps toward approach, gear up, remaining flaps) as the POH says, and still costs 500 feet or more.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)
  • Continue below DA or MDA only with the required visual references (the regulation lists them); without them, the missed approach is the rule, which is why the go or no-go is decided first.(14 CFR 91.175)

Traffic, circling and attention

  • Circling on one engine means low maneuvering near VMC: prefer a straight-in. If you must circle, stay at or above the circling MDA until in position for a normal descent, fly at your category speed, never below VYSE until landing is assured, and stay in the protected area (larger under the expanded criteria, marked with a "C" on the chart).(Aeronautical Information Manual (AIM); Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.C.S11)
  • Hold blue line; don't let the airspeed decay trying to climb. VXSE is used only to clear an obstacle after takeoff, then accelerate to VYSE. The hard floor with asymmetric power is VMC (VSSE for intentional failures); a stall there can roll into a spin.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes)
  • Clear the area, and keep scanning for traffic while you handle the failure.(AC 90-48, Pilots' Role in Collision Avoidance)
  • A failure is loud and startling. Fly the airplane first (control, then airspeed), then work the flow and checklists in order, and divide attention between the failure, the flight path and traffic.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches for a briefing that includes single-engine performance and the go or no-go, blue line protected until landing is assured, staged configuration, needles within ¾-scale, zero sideslip, a stabilized descent to minimums, and good use of ATC.

4 · Ask your student

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

  1. Recall · What deviation limit applies on the final approach segment?

    A strong answer: Within ¾-scale deflection, laterally and vertically where there is a glidepath.

  2. Understand · Why hold blue line until landing is assured?

    A strong answer: Slower, the airplane loses its single-engine performance and nears VMC; blue line keeps both control and the best climb if I need it.

  3. Apply · The destination is at minimums, and your single-engine climb won't meet the missed approach. What do you do?

    A strong answer: Choose another airport with better weather or a less demanding missed approach, and tell ATC.

Scenarios to talk through

  • At the FAF on one engine you put the gear and full flaps down and start sinking below the glidepath. What's the fix?

    Sound decision: Add power on the operating engine with rudder and protect the speed; full flaps were too early. Final flaps wait until landing is assured.

  • Circling on one engine at night, low ceilings. What's the risk?

    Sound decision: Low-altitude maneuvering near VMC; prefer a straight-in approach if at all possible, and stay at or above the circling MDA until in position.

  • You reach DA, configured, and don't see the runway; you briefed the missed approach as within the airplane's single-engine climb. What do you do?

    Sound decision: Full power on the operating engine, blue line, clean up in stages as the POH says, fly the published missed approach, and tell ATC; expect to lose altitude while cleaning up.

5 · Common student errors

  • Not briefing single-engine performance.

    Why it matters: The missed approach may be impossible.

    How to correct it: Decide go or no-go before the approach.

  • Slowing below blue line on the approach.

    Why it matters: Lost performance and VMC close by.

    How to correct it: Blue line until landing is assured.

  • Choosing a circling approach when a straight-in exists.

    Why it matters: Low maneuvering on one engine.

    How to correct it: Prefer straight-in.

6 · Completion standard

  • Recognize, control, identify, verify and simulate feathering; follow an actual or simulated ATC clearance; altitude ±100 feet (or minimum sink), airspeed ±10 knots, heading ±10°.
  • Arrive at MDA or DA in position to land; lateral and vertical guidance within ¾-scale; category criteria if circling; land; 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 IR.VII.C: pilotprep.pro/exam?exam=IFR&focus=IR.VII.C

7 · References

  • Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes
  • Instrument Flying Handbook (FAA-H-8083-15B)
  • Risk Management Handbook (FAA-H-8083-2A)
  • Instrument Rating ACS (FAA-S-ACS-8C), Area VII (multiengine)
  • Your airplane's POH/AFM, Emergency Procedures; Performance
  • Instrument Flying Handbook (FAA-H-8083-15B), Instrument approaches
  • Airman Certification Standards, task IR.VII.C

PilotPrep instructor lesson plan, from the Instrument Approach and Landing with an Inoperative Engine (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.