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Private pilot · ACS PA.X.D · lesson pack

Instrument Approach and Landing with an Inoperative Engine (Simulated)

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.

1 · Know these cold

  • •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; Private Pilot ACS (FAA-S-ACS-6C), PA.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; Private Pilot ACS (FAA-S-ACS-6C), PA.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.(Private Pilot ACS (FAA-S-ACS-6C), PA.X.D.S9, S11)
  • •Private pilot standard: altitude ±100 feet (or minimum sink), airspeed ±10 knots, heading ±10°.(Private Pilot ACS (FAA-S-ACS-6C), PA.X.D.S7)
  • •Ask ATC for the clearance and vectors you need, and declare the emergency.(Private Pilot ACS (FAA-S-ACS-6C), PA.X.D.S6)

2 · The lesson

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); Private Pilot ACS (FAA-S-ACS-6C), PA.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; Private Pilot ACS (FAA-S-ACS-6C), PA.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
  • 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); Private Pilot ACS (FAA-S-ACS-6C), PA.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))

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

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°.(Private Pilot ACS (FAA-S-ACS-6C), PA.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.(Private Pilot ACS (FAA-S-ACS-6C), PA.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.

3 · Say it out loud

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

  1. Remember Recall it

    “What deviation limit applies on the final approach segment?”

  2. Understand Explain why

    “Why hold blue line until landing is assured?”

  3. Apply Use it on a flight

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

4 · 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.

5 · Quick check

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

  1. 1. What are the tolerances for the single-engine approach?

  2. 2. What deflection limit applies on final?

  3. 3. When do you usually extend the gear on a single-engine ILS?

  4. 4. How slow may you fly before landing is assured?

  5. Scenario5. Missed approach on one engine, briefed as possible. What do you do?

Trained it? Now prove it: practice instrument approach and landing with an inoperative engine (simulated) out loud with our examiner.

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Study aid, not FAA guidance. Sources: Airplane Flying Handbook (FAA-H-8083-3C); Instrument Flying Handbook (FAA-H-8083-15B); Risk Management Handbook (FAA-H-8083-2A); Private Pilot ACS (FAA-S-ACS-6C); Your airplane's POH/AFM; Instrument Flying Handbook (FAA-H-8083-15B). Checked against current sources 2026-11-13.