Instrument Approach and Landing with an Inoperative Engine (Simulated) (AMEL, AMES)

1. Recognize promptly and maintain positive aircraft control (IR.VII.C.S1) — the scan doesn't stop
2. Run the failure flow: engine controls, drag, identify, verify, simulate feather; evaluator sets zero thrust (IR.VII.C.S2 — covered in detail under Task VII.B)
3. Follow the manufacturer's emergency procedures and complete the appropriate checklist (IR.VII.C.S4)
4. Tell ATC — an engine failure is information relating to the safety of flight, a required IFR report (IPH ch. 2) — then request and follow a clearance for an instrument approach (IR.VII.C.S6)

No. The single-engine approach carries the same numbers:

• Altitude ±100 feet (or minimum sink rate if applicable), airspeed ±10 knots, heading ±10° (IR.VII.C.S7)
• On the final approach segment: lateral — and vertical, as applicable — guidance within ¾-scale deflection (IR.VII.C.S9)
• If circling, comply with the published criteria for your approach category (IR.VII.C.S11)

A rate of descent that ensures arrival at the minimum descent altitude (MDA) or decision altitude/height (DA/DH) with the airplane in a position from which a descent to a landing on the intended runway can be made — straight-in or circling as appropriate. In other words: no diving at minimums, no arriving high and fast with nowhere to go — especially when the go-around option is compromised (IR.VII.C.R6).

Use the flight controls and configuration as recommended by the manufacturer or as required for best performance, trimmed (IR.VII.C.S3), following the POH/AFM's OEI approach procedure. Configuration is a listed risk because every notch of flaps and the landing gear add drag you may not be able to afford on one engine (see IR.VII.B.R2 — inability to climb or maintain altitude). Brief before the approach exactly where you will extend gear and flaps — don't decide it at 500 feet in the soup.

A light twin on one engine may be unable to climb or maintain altitude (IR.VII.B.R2), so a low-altitude go-around invites loss of control or CFIT (IR.VII.C.R4). Manage it before it happens:

• Fly the descent so you arrive at MDA/DA in a position to land (IR.VII.C.S8)
• Brief a commit point and your plan at minimums before starting the approach
• Assess performance capability early and pick an appropriate action for a safe landing (IR.VII.B.S9) — which may mean choosing a longer runway or better weather while you still have altitude

A lot — if you tell them. ATC may offer radar approach options to aircraft in distress regardless of weather (IPH ch. 4): a PAR (precision approach radar — vertical and lateral guidance plus range, the most precise radar approach available) or an ASR (surveillance — heading and range, with recommended altitudes available on request). Radar approach details are covered under Task VII.D.

Fly the published or recommended immediate-action memory items first, then review the checklist once conditions permit — the ACS explicitly recognizes that reading a checklist can be impractical or unsafe in the moment, and evaluates you on that judgment (FAA-S-ACS-8C, Appendix 2, Use of Checklists). The Task still ends with completing the appropriate checklists after landing (IR.VII.C.S13).

The operating engine and aircraft systems — adjusting as necessary. Everything is riding on that engine: watch its indications, keep it fed (fuel management, IR.VII.B.R5), and stay within the aircraft's operating limitations (IR.VII.C.S10).

The ACS allows either: arrive at minimums positioned to land straight in or circling as appropriate (IR.VII.C.S8), and circling must honor the published criteria for your approach category (IR.VII.C.S11). Risk management favors the option that minimizes low-altitude maneuvering — maneuvering close to the ground with an inoperative engine is precisely the stall/spin/CFIT risk the Task lists (IR.VII.C.R4). Be ready to justify your choice in terms of runway, weather, and OEI performance.

The instruments. Failure handling, ATC coordination, and configuration changes are all competing with the scan, and unusual attitudes result from confusion, preoccupation with flight-deck duties, and carelessness in cross-checking (IFH ch. 7). The discipline: aviate first — make engine and configuration changes at a rate your cross-check can absorb, and let the evaluator see deliberate task prioritization (IR.VII.C.R5, S14).

• Multiengine tests only; the airplane needs a manufacturer's published VMC unless your certificate carries a center-thrust limitation (FAA-S-ACS-8C, Appendix 1 and Appendix 3)
• The evaluator must brief the methods for simulating engine failure per the manufacturer's recommendations before flight (Appendix 2, Multiengine Considerations)
• Required on a multiengine IPC, and it must be flown in an aircraft or Level B/C/D FFS — not an AATD (Appendix 1)
• Non-amphibious seaplanes: the Task applies only when there's immediate access to an instrument approach to a waterway (Task note)