Commercial pilot · ACS CA.X.D
Instrument Approach and Landing with an Inoperative Engine (Simulated)
An instrument approach on one engine is a normal approach flown with blue line protected, configuration staged, and the missed approach decided in advance.
This lesson is written for multi-engine land or multi-engine sea. You picked single-engine land: speeds, altitudes and procedures differ, so follow your POH/AFM and your instructor.
Why this one matters
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.
Can’t miss
- •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; Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.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; Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.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.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.S9, S11)
- •Commercial standard: altitude ±100 feet (or minimum sink), airspeed ±10 knots, heading ±10°.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.S7)
- •Ask ATC for the clearance and vectors you need, and declare the emergency.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.S6)
What you should know
Approach procedures on one engine K1 · R1
- 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); Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.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; Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.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 R3
- 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 R6
- 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 R2 · R4 · R5
- 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); Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.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))
On the flight
ACS standards
- 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°.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.S1-S7)
- Arrive at MDA or DA in position to land; lateral and vertical guidance within ¾-scale; category criteria if circling; land; checklists.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.X.D.S8-S13)
What your instructor is watching for
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.
Scenarios
Decide what you would do first, then see the worked answer.
At the FAF on one engine you put the gear and full flaps down and start sinking below the glidepath.
What's the fix? See the worked answer
Add power on the operating engine with rudder and protect the speed; full flaps were too early. Final flaps wait until landing is assured.
Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes
Circling on one engine at night, low ceilings.
What's the risk? See the worked answer
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.
Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes
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? See the worked answer
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.
Airplane Flying Handbook (FAA-H-8083-3C), Transition to Multiengine Airplanes
Common mistakes
Not briefing single-engine performance.
The missed approach may be impossible.
Instead: Decide go or no-go before the approach.
Slowing below blue line on the approach.
Lost performance and VMC close by.
Instead: Blue line until landing is assured.
Choosing a circling approach when a straight-in exists.
Low maneuvering on one engine.
Instead: Prefer straight-in.
Now train it
Say it out loud, hear it asked, and take the quick check in this lesson’s practice pack. It tracks your shaky spots.
Got it?
When it feels solid, practice instrument approach and landing with an inoperative engine (simulated) out loud with our examiner.
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Go to the source (free)
Teaching this? The instructor lesson plan →
Sources
- 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)
- Commercial Pilot ACS (FAA-S-ACS-7B): Areas IX and X (multiengine)
- Your airplane's POH/AFM: Emergency Procedures; Performance
- Instrument Flying Handbook (FAA-H-8083-15B): Instrument approaches
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-13.