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Commercial pilot · ACS CA.IX.B · lesson pack

Emergency Approach and Landing (Simulated)

Why this one matters

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.

1 · Know these cold

  • •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)

2 · The lesson

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)

Want it all on one page, with scenarios? Read the full lesson.

On the flight

ACS standards

  • Best glide airspeed ±10 knots; configuration per the POH and conditions.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IX.B.S1-S2)
  • Select a suitable landing area and follow a planned path to it; prepare for landing as asked; complete the checklists.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IX.B.S3-S6)

What your instructor is watching for

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.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

  1. Remember Recall it

    “What is the first thing you do when the engine quits?”

  2. Understand Explain why

    “What's the difference between best glide and minimum sink?”

  3. Apply Use it on a flight

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

4 · Common mistakes

  • Slow to establish best glide.

    Each second at the wrong speed costs altitude.

    Instead: Pitch and trim immediately.

  • Choosing a field too far away.

    You land short.

    Instead: Pick one within easy reach and manage energy.

  • Focusing on the restart and losing control.

    The airplane comes first.

    Instead: Fly, then troubleshoot.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

  1. 1. What is the commercial tolerance for best glide speed?

  2. 2. How does a headwind affect glide distance?

  3. 3. Which ELT frequency is detected by satellite?

  4. 4. What does a stabilized approach to a forced landing look like?

  5. Scenario5. Engine failure at 500 feet AGL after takeoff. What do you do?

Trained it? Now prove it: practice emergency approach and landing (simulated) out loud with our examiner.

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Connect it

One situation that runs across this lesson and its neighbors in the same ACS area. Decide first, then check.

Connect it · Emergency Operations

Over forest, you smell burning insulation and see smoke from behind the panel.

How do the malfunction, the descent and the landing tie together? Decide, then see the worked answer

Treat it as an electrical fire and follow your airplane's POH, which governs; the general pattern is this. Isolate the affected circuit first if you can identify it. If you can't, master switch OFF, alternator or generator OFF, and all other electrical switches OFF except the ignition. Never reset a circuit breaker that tripped. While the fire is active, close the vents, cabin air and heat, and use the fire extinguisher if you have one; ventilate only after you've confirmed the fire is out. With the master off, the engine keeps running on its magnetos, but you lose the radios and transponder, and often electric flaps and gear. So declare the emergency before the master goes off if you can, plan on the emergency gear extension, and be ready for a no-flap approach. Fire in flight is time critical: start an emergency descent and land as soon as possible at the best suitable site you can reach. Pick it early and judge it: over forest, an open field, or a road only if it's clear of wires and traffic and long enough. After landing, the ELT and survival gear matter, so know where they are.

AFH (FAA-H-8083-3C), Emergency Procedures; PHAK (FAA-H-8083-25C), Aircraft Systems

Brings together: Emergency Descent · Emergency Approach and Landing (Simulated) · Systems and Equipment Malfunctions · Emergency Equipment and Survival Gear

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Airplane Flying Handbook (FAA-H-8083-3C); Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C); Aeronautical Information Manual (AIM); 14 CFR Part 91; Commercial Pilot ACS (FAA-S-ACS-7B); Your airplane's POH/AFM. Checked against current sources 2026-11-13.