Powerplant Failure During Takeoff

Objective

The student will demonstrate comprehensive knowledge and proficient execution of procedures for powerplant failure during takeoff in single-engine and multiengine helicopters, consistent with ATP standards. Upon completion, the student will analyze pre-takeoff operational factors, execute appropriate emergency procedures following simulated powerplant failure, and maintain aircraft control within ATP ACS tolerances as specified in AT.IV.C.

Measurable Outcomes:

• Identify and brief all operational factors affecting takeoff safety prior to departure (wind, surface, obstructions, helicopter performance)
• Explain procedures, reference airspeeds, and pilot actions for powerplant failure during takeoff in both single-engine and multiengine helicopters
• Execute simulated powerplant failure during takeoff at appropriate altitudes/airspeeds with proper emergency response
• Maintain heading ±5° and airspeed ±5 knots during multiengine single-engine climb (ATP standard)
• Demonstrate decision-making regarding continue/reject scenarios based on helicopter performance capabilities

ACS Reference: AT.IV.C - Powerplant Failure During Takeoff

Content

Introduction

ATP helicopter pilots operate in high-consequence environments—EMS, offshore, corporate, utility—where takeoff powerplant failures demand immediate, precise responses. Unlike commercial training where you learned the mechanics of autorotation and single-engine operations, ATP training emphasizes professional decision-making: the split-second choice between continuing flight or landing immediately, often with passengers, minimal landing options, and no second chances. This lesson builds on your commercial foundation but raises the bar—tighter tolerances, better threat assessment, and crew resource management even when you’re the only pilot.

Critical Concept: The most dangerous powerplant failures occur during takeoff because you’re low, slow, and committed. Your pre-takeoff analysis isn’t paperwork—it’s survival planning.

Regulatory Framework

14 CFR §61.159(b) establishes ATP helicopter aeronautical experience requirements. While not explicitly detailing this maneuver, ATP certification assumes mastery of all emergency procedures at the highest standard.

14 CFR §91.119 minimum safe altitudes apply—simulated emergencies must not create actual hazards. Single-engine failure simulations occur no lower than 500 feet AGL for this reason.

14 CFR §91.13 careless and reckless operation—conducting emergency training without proper planning, briefing, and awareness violates this regulation.

Helicopter Flight Manual (HFM) limitations for your specific aircraft dictate powerplant failure procedures, single-engine airspeeds (if multiengine), and performance data. The HFM is regulatory—memorize critical speeds and procedures for your type.

Pre-Takeoff Operational Factors (Risk Management)

Before every takeoff, ATP pilots conduct a mental (or verbal if training crew) risk assessment. These factors directly affect your options if the engine quits:

Helicopter Characteristics:

• Gross weight and CG—higher weight reduces single-engine performance (twins) and increases descent rate (singles)
• Rotor RPM margins—turbine vs piston response to collective application differs significantly
• Inertia of rotor system—high-inertia rotors (Bell 407, AS350) maintain RPM longer during failure than low-inertia systems (R44, Robinson products)
• Engine-out performance charts (twins)—know your single-engine ceiling, climb rate, and critical decision airspeeds

Takeoff Path:

• Obstacles ahead and laterally—power lines, trees, buildings limit autorotation options
• Usable landing areas within glide range—identify forced landing spots during taxi
• Escape routes—where can you turn if you cannot continue straight ahead?
• Length of available surface—short helipads reduce reject options

Surface Conditions:

• Unprepared surfaces (grass, gravel, dirt)—affect landing dynamics in autorotation
• Slope—complicates autorotative touchdown, increases rollover risk
• Contamination (water, snow, ice)—reduces friction, affects control during landing

Wind:

• Headwind component—improves climb performance, reduces groundspeed in autorotation (more time/distance to land)
• Tailwind—degrades climb, increases descent rate, reduces available landing distance
• Crosswind—complicates alignment during autorotation, requires drift correction
• Gusts and shear—can trigger uncommanded yaw or altitude loss at critical moments

Density Altitude:

• Higher DA reduces engine performance (both peak power and rate of climb)
• Affects single-engine capability in twins—may not sustain level flight or climb
• Increases rotor blade loading—faster descent in autorotation

Other Operational Factors:

• Recency of experience in type
• Fatigue and distraction
• Passenger considerations (brief them if appropriate)
• Available emergency equipment

Decision Points: Before lifting into hover or starting takeoff run, brief yourself or crew: “If I lose power below 500 feet, I’m landing approximately straight ahead. If I lose an engine (twins) after reaching 50 knots (or published single-engine speed), I’m continuing to pattern altitude and returning.” This verbalization creates commitment and reduces decision latency.

Powerplant Failure Recognition

Single-Engine Helicopters:

• Instantaneous rotor RPM decay
• Nose pitch up from loss of torque
• Left yaw (in US helicopters—right yaw in French designs like AS350 due to opposite rotor rotation)
• Low rotor RPM audio warning
• Rapid descent if collective not reduced immediately

Multiengine Helicopters:

• More subtle initially—one engine still producing power
• Yaw toward failed engine (loss of tail rotor thrust contribution from that engine’s driveshaft)
• Engine-out warning lights/audio (Master Caution, ENG OUT annunciator)
• Modest rotor RPM droop if remaining engine cannot carry full load
• Possible unusual attitudes if failure occurs during dynamic takeoff

Reaction Time: ATP standards demand immediate recognition and response—hesitation of even 2-3 seconds can cost 100+ feet of altitude and put you below effective autorotation entry height.

Procedures: Single-Engine Helicopters

Failure After Becoming Airborne (Above 500 feet AGL):

1. Lower collective immediately—establish autorotation, maintain rotor RPM in green arc
2. Apply appropriate pedal—counter yaw, maintain alignment with takeoff path (or into wind if possible)
3. Adjust cyclic for autorotative airspeed—typically 60-80 KIAS depending on type, refer to HFM
4. Maintain approximately straight-ahead descent—minor corrections acceptable but no aggressive maneuvering
5. Select landing area within glide distance—use what’s available, prioritize survivability over property damage
6. Complete autorotation to touchdown per normal autorotation procedures (covered in separate lesson)
7. Mayday call if able—“Mayday, Mayday, Mayday, [callsign], engine failure, autorotating to [location]”

Key Teaching Points:

• “Approximately straight-ahead”—ACS allows minor heading changes for better landing area, but no 180° turns back to departure point at low altitude
• Rotor RPM preservation is everything—late or inadequate collective reduction is the #1 cause of autorotation accidents
• Airspeed is altitude—trading altitude for airspeed gets you to best-glide speed for maximum range/control authority

Below 500 feet AGL During Training:

• Do NOT simulate—actual engine failures this low are survived, not trained
• Brief the scenario: “If this were real below 500 feet, I would immediately lower collective, level the helicopter, and cushion the landing with collective. My only goal is to survive, not to pick a perfect spot.”

Procedures: Multiengine Helicopters

Continue vs. Reject Decision:

The critical decision is continue takeoff or reject and land immediately. This depends on:

• Airspeed at failure point
• Altitude at failure point
• Remaining runway/clear area ahead
• Single-engine performance capability of aircraft at current weight/DA
• Obstacle clearance requirements

Published Single-Engine Airspeed:

• Many turbine twins (BK117, AW139, Bell 212/412) have published VYSE (best single-engine rate of climb speed) or similar reference
• If failure occurs before reaching this speed and before sufficient altitude for single-engine climb, reject takeoff and land
• If failure occurs at or above this speed with sufficient altitude, continue takeoff

No Published Single-Engine Airspeed:

• ACS specifies: simulate failure at airspeed that is 50% of normal cruise speed
• Example: If cruise is 120 KIAS, simulate at 60 KIAS
• This ensures adequate energy state for continued climb

Continue Takeoff Procedures (After Reaching Critical Airspeed):

1. Maintain rotor RPM—adjust collective as needed, operating engine will likely be at or near maximum continuous power
2. Identify failed engine—check gauges (N1, N2, TGT, oil pressure), look for warning lights
3. Verify failure and confirm operative engine—“dead leg, dead engine” (pedal pressure indicates failed side)
4. Increase operative engine power as needed—may require emergency or maximum contingency power rating
5. Maintain heading within ±5°—slight bank into operative engine, coordinated pedal
6. Maintain airspeed within ±5 knots—target VYSE or best performance speed per HFM
7. Climb to safe altitude—minimum 500 feet AGL, preferably pattern altitude
8. Complete engine failure/restart checklist (if applicable and time permits)
9. Announce intention—ATC or CTAF as appropriate: “[Callsign] is single-engine, returning to land”
10. Plan single-engine approach and landing—shallower approaches, may require running landing depending on type

Reject Takeoff Procedures (Below Critical Airspeed or Altitude):

1. Lower collective immediately—reduce power demand on operative engine, arrest climb
2. Level helicopter with cyclic—establish descent or level flight depending on altitude
3. Maintain alignment with takeoff path—land straight ahead or in nearest suitable area
4. Use remaining engine power to cushion landing—if operative engine can sustain some power
5. Complete landing per normal or emergency landing procedures

Key Teaching Points for Twins:

• The heavier you are, the less likely you can continue—brief weight limits before flight
• Single-engine yaw requires significant pedal and slight bank—altitude is more important than perfect coordination
• OEI (one-engine-inoperative) climb rates are marginal—1-2% gradients in many light twins
• Know your aircraft’s single-engine service ceiling—above it, you cannot climb, only maintain altitude at best

Reference Airspeeds Summary

Single-Engine Helicopters:

• Autorotative glide speed: 60-80 KIAS (type-specific, refer to HFM)
• Minimum autorotation entry altitude for training: 500 feet AGL

Multiengine Helicopters:

• VYSE or published single-engine climb speed: Type-specific (e.g., 60 KIAS for Bell 206L-4, 80 KIAS for BK117)
• 50% normal cruise if no published speed: Use this for ACS practical test simulation
• Minimum single-engine control speed (VMCSE if published): Below this, directional control may be compromised
• Simulation altitude: Same as single-engine, no lower than 500 feet AGL for safety

Memorization Requirement: You must know these speeds for your aircraft type by memory—no time to reference HFM during actual emergency.

Specific Pilot Actions Required

Immediate Actions (First 3 Seconds):

1. Collective—lower (single-engine) or adjust to maintain rotor RPM (twin)
2. Pedals—counter yaw, maintain alignment
3. Cyclic—maintain or establish appropriate pitch attitude

Subsequent Actions (Next 5-10 Seconds): 4. Airspeed—establish appropriate speed for configuration (autorotation or single-engine climb) 5. Heading—maintain takeoff path or minor adjustments for landing area 6. Rotor RPM—verify in green arc and stable

Follow-Up Actions (As Time/Altitude Permit): 7. Landing area selection (single-engine) or climb planning (twin) 8. Radio calls 9. Passenger briefing (“We’ve lost the engine, we’re making an emergency landing, brace position”) 10. Checklist completion (twins)

Analogy: Think of powerplant failure like a house fire. The first three seconds determine if you survive—get out (lower collective, maintain rotor RPM, counter yaw). Everything after that is damage control—where you land, who you call, what you salvage. Nail the first three seconds, and you have options. Hesitate, and physics removes your choices.

Training Simulation Parameters

Single-Engine:

• Instructor calls “simulated engine failure” no lower than 500 feet AGL
• Student immediately establishes autorotation
• Descent continues until recovery initiated (typically 200-300 feet AGL for training, never below 100 feet AGL)
• Emphasis on maintaining approximately straight-ahead path (±10-15° heading deviation acceptable for landing area)

Multiengine:

• Instructor retards one throttle (if training aircraft permits) or calls failure at appropriate airspeed
• Airspeed must be at published single-engine speed or 50% cruise
• Student continues climb, maintains heading ±5° and airspeed ±5 knots
• Climb to pattern altitude (typically 500-1000 feet AGL) then secure engine and return

Safety Briefings:

• Instructor retains manual throttle control (if applicable) and can restore power instantly
• Simulations terminate immediately if rotor RPM, altitude, or airspeed deviate outside safe parameters
• “Recover” call restores full power and ends simulation

Common Errors

1. Delayed recognition—failure to immediately recognize powerplant failure, hesitation costs altitude
2. Inadequate collective reduction (single-engine)—rotor RPM bleeds into yellow or red arc, unrecoverable
3. Excessive maneuvering at low altitude—attempting to turn back to departure point, stalling in turn
4. Improper airspeed control—too fast (high descent rate), too slow (loss of control authority)
5. Failure to maintain heading (multiengine)—allowing uncorrected yaw, exceeding ±5° ATP tolerance
6. Poor pre-takeoff analysis—not identifying usable landing areas, not briefing decision points
7. Continuing takeoff when reject is appropriate (multiengine)—pressing on when single-engine performance is insufficient

Schedule

Note: Schedule assumes student holds ATP certificate or is ATP applicant with commercial/instrument helicopter ratings. For twin-engine differences training, add 0.5 hours for systems review.

Equipment

Required References

• FAA-S-ACS-ATP (ATP Helicopter Airman Certification Standards) — current edition
• FAA-H-8083-21B (Helicopter Flying Handbook)
• Helicopter Flight Manual for training aircraft (e.g., Bell 206 RFM, AS350 Flight Manual, BK117 AFM)
• 14 CFR Parts 61 and 91 (current)
• POH/RFM performance charts (single-engine climb performance for twins, height-velocity diagram)

Required Materials

• Kneeboard with reference airspeeds for type
• Checklist (normal and emergency)
• Training area map with annotated emergency landing areas
• Hobbs/Tach for flight time recording

Visual Aids & Training Aids

• Whiteboard or tablet for diagramming takeoff profiles and decision points
• Height-velocity diagram for type aircraft (demonstrate avoid areas)
• Performance charts showing single-engine capability vs. density altitude/weight
• Video examples of powerplant failures during takeoff (if available, for ground discussion)

Training Aircraft Requirements

• Single-engine helicopter (R44, AS350, Bell 206, etc.) OR multiengine helicopter (BK117, Bell 212/412, AW139) with:
  • Functional governor/correlator for realistic power response
  • Operational engine instruments for failure recognition
  • Adequate performance for altitude/temperature conditions
  • Dual throttles (for multiengine training where instructor can simulate failure)

Safety Equipment

• Operational low rotor RPM warning system
• Fire extinguisher (required for all flight training)
• First aid kit
• ELT (required per 14 CFR §91.207 for most operations)

Instructor Actions

1. Conduct preflight briefing covering objectives, ACS standards AT.IV.C, and safety procedures for simulated powerplant failures, emphasizing that all simulations occur at or above 500 feet AGL.

2. Review pre-takeoff operational factors systematically: ask student to identify each factor (helicopter characteristics, takeoff path, surface conditions, wind, obstacles) for the planned departure and assess how each affects powerplant failure response.

3. Explain regulatory basis for training procedures, referencing 14 CFR §91.119 minimum altitudes and HFM emergency procedures specific to the training aircraft type.

4. Demonstrate single-engine helicopter procedures (if applicable): during climbout, announce “simulated engine failure” at 500 feet AGL, immediately lower collective while narrating (“lowering collective, maintaining rotor RPM, countering left yaw with right pedal, establishing 65-knot glide”), maintain approximately straight-ahead descent, and recover at safe altitude above 200 feet AGL.

5. Demonstrate multiengine helicopter procedures (if applicable): during takeoff, simulate failure at published single-engine speed or 50% cruise speed by reducing one throttle, narrate immediate actions (“right engine failure, left pedal pressure, verifying with gauges, maintaining rotor RPM, continuing climb at 60 knots”), demonstrate maintaining heading ±5° and airspeed ±5 knots during single-engine climb to pattern altitude.

6. Discuss decision-making points for continuing vs. rejecting takeoff in twins: use performance charts to show student how weight, density altitude, and airspeed affect single-engine capability, and establish clear decision criteria before each subsequent takeoff.

7. Brief reference airspeeds for the specific training aircraft: state and have student confirm autorotative glide speed (single-engine) or VYSE/50% cruise (multiengine), and confirm student has these written on kneeboard or committed to memory.

8. Conduct pre-departure briefing before each takeoff in flight training: have student verbalize “If I lose the engine below 500 feet, I will land approximately straight ahead in [identified area]. If I lose an engine [twins] above [critical airspeed], I will continue to pattern altitude and return.”

9. Monitor student performance during simulated failures closely: watch for immediate collective response (singles) or heading/airspeed control (twins), call “recover” immediately if rotor RPM, altitude, or flight parameters become unsafe, and be prepared to take controls if needed.

10. Provide real-time coaching during first 1-2 practice iterations: call out corrections (“More right pedal—maintain alignment,” “Airspeed 3 knots fast—slight back cyclic”), then reduce prompting as student demonstrates proficiency.

11. Evaluate heading and airspeed maintenance in multiengine scenarios using instruments and outside references: note deviations verbally (“Heading 5° right of desired—that’s at limits”) and confirm student recognizes and corrects within ATP tolerances of ±5° heading, ±5 knots airspeed.

12. Debrief each simulation immediately after recovery: discuss what the student did well, identify one or two specific corrections needed, and relate performance to ATP completion standards before next attempt.

13. Assess completion standards against ACS AT.IV.C criteria during final practice repetitions: verify student demonstrates knowledge of procedures and reference airspeeds verbally, takes into account operational factors before each takeoff, maintains alignment with takeoff path during failures, establishes appropriate power-off descent or single-engine climb, and maintains ±5° heading/±5 knots airspeed (twins).

14. Conduct comprehensive post-flight debrief reviewing all simulations: analyze decision-making quality, procedure execution, and standards adherence, identify any persistent errors requiring additional practice, and confirm student understanding of ATP-level expectations for this task.

15. Assign post-flight review of HFM emergency procedures and performance charts for student’s primary aircraft type to reinforce knowledge elements and prepare for checkride scenario-based questions.

Student Actions

1. Prepare for lesson by reviewing ACS AT.IV.C knowledge and skill elements, studying HFM emergency procedures for training aircraft type, and memorizing reference airspeeds (autorotative glide speed or single-engine climb speed).

2. Participate actively in preflight briefing by asking clarifying questions about procedures, standards, and safety protocols for simulated powerplant failures.

3. Analyze pre-takeoff operational factors for each planned departure: identify helicopter characteristics affecting emergency response, assess takeoff path and obstacles, evaluate surface conditions, brief wind effects, and determine usable landing areas or decision points.

4. Verbalize decision criteria before each takeoff during flight training: state intended actions for powerplant failure below critical altitude/airspeed (land immediately) and above critical parameters (continue in twins, autorotate in singles).

5. Perform normal takeoffs to altitude and airspeed appropriate for simulated failure scenario, maintaining situational awareness of altitude, airspeed, and heading throughout.

6. Execute immediate emergency response upon instructor’s “simulated engine failure” call or throttle reduction:

   • Single-engine: Lower collective smoothly and decisively, apply pedal to counter yaw, adjust cyclic for autorotative airspeed, maintain approximately straight-ahead descent
   • Multiengine: Adjust collective to maintain rotor RPM, apply pedal to counter yaw, verify failed engine, establish climb at reference airspeed

7. Maintain aircraft control within ATP standards during simulated emergency:

   • Heading aligned with takeoff path, ±5° for multiengine during single-engine climb
   • Airspeed within ±5 knots of target (autorotative speed or VYSE)
   • Rotor RPM in green arc at all times

8. Communicate situation by making appropriate radio calls during simulation (as time permits): announce emergency, intentions, and position as taught.

9. Follow instructor guidance during recovery: smoothly add power and establish normal climb when “recover” is called, ensuring rotor RPM and aircraft control remain within limits during transition.

10. Self-assess performance after each simulation: identify what went well and what needs improvement before receiving instructor debrief, demonstrating self-awareness critical for ATP-level operations.

11. Apply corrections from instructor feedback on subsequent attempts: show progressive improvement in procedure execution, timing of control inputs, and adherence to ATP tolerances.

12. Demonstrate consistent proficiency by final practice iterations: execute simulated powerplant failures meeting all ACS completion standards for AT.IV.C without prompting or significant deviations.

13. Ask questions during post-flight debrief about any procedures, decisions, or techniques that remain unclear, ensuring complete understanding before checkride.

14. Review performance charts and HFM procedures post-flight as assigned to reinforce knowledge and prepare for oral exam scenario questions about powerplant failure decision-making.

Completion Standards

The student demonstrates ATP-level competency in powerplant failure during takeoff per ACS AT.IV.C when they consistently meet the following measurable standards:

Knowledge Standards

1. Explains procedures for powerplant failure during takeoff for both single-engine helicopters (immediate autorotation, straight-ahead descent) and multiengine helicopters (continue vs. reject decision-making, single-engine climb procedures) with complete accuracy and appropriate reference to HFM procedures for aircraft type.

2. States appropriate reference airspeeds from memory:

   • Autorotative glide speed for training aircraft type (single-engine)
   • Published single-engine climb speed (VYSE) or 50% normal cruise speed (multiengine)
   • Minimum training altitude (500 feet AGL)

3. Identifies specific pilot actions required for powerplant failure during takeoff in correct sequence: immediate control inputs (collective, pedal, cyclic), airspeed establishment, heading maintenance, landing area selection or climb continuation, and communication/checklist completion.

4. Describes pre-takeoff operational factors affecting powerplant failure response: helicopter characteristics (weight, performance), takeoff path (obstacles, escape routes), surface conditions, wind, density altitude, and relates each factor to emergency procedure execution and outcome.

Risk Management Standards

5. Conducts thorough pre-takeoff assessment before each departure, identifying and briefing:

   • Available emergency landing areas within autorotation glide range
   • Obstacles and constraints affecting takeoff path
   • Wind effects on climb performance and autorotation
   • Decision points for continue vs. reject (multiengine)
   • Current aircraft weight and performance capability

6. Verbalizes decision criteria appropriate to aircraft type and conditions: states specific altitude/airspeed parameters that will determine emergency response strategy before initiating takeoff.

7. Recognizes operational limitations affecting safety: identifies scenarios where single-engine performance (twins) is insufficient to continue safely or where environmental factors (high DA, short surface, obstacles) increase risk, and adjusts procedures accordingly.

Skill Standards - Single-Engine Helicopters

8. Maintains alignment with takeoff path during simulated powerplant failure: establishes power-off descent approximately straight-ahead with heading deviations no greater than ±10° from original takeoff path (minor corrections for suitable landing area acceptable).

9. Establishes autorotation immediately upon simulated failure: lowers collective within 1 second of instructor call, maintains rotor RPM within green arc throughout maneuver (specific limits per aircraft type, typically 90-110% Nr), and transitions smoothly to autorotative glide airspeed.

10. Maintains proper autorotative airspeed: achieves and holds airspeed within ±5 knots of HFM-specified autorotative glide speed (typically 60-80 KIAS depending on type) by recovery altitude.

11. Demonstrates coordinated control inputs: applies appropriate pedal to counter yaw without allowing heading deviations beyond ±10°, maintains level attitude in autorotation (no unusual bank angles >10°), and shows smooth cyclic corrections.

Skill Standards - Multiengine Helicopters

12. Makes appropriate continue/reject decision: correctly determines whether to continue takeoff or land immediately based on airspeed at failure (at or above reference speed = continue, below = reject), altitude, and performance capability, with decision executed within 2-3 seconds of failure recognition.

13. Continues takeoff when appropriate: when simulated failure occurs at published single-engine speed or 50% cruise speed with sufficient altitude, maintains climb using operative engine and achieves safe altitude (minimum 500 feet AGL, preferably pattern altitude) before returning.

14. Maintains heading during single-engine climb: holds heading within ±5° of desired heading during continued climb following simulated engine failure, using appropriate pedal pressure and slight bank into operative engine as needed (ATP standard per ACS AT.IV.C).

15. Maintains airspeed during single-engine climb: holds airspeed within ±5 knots of target single-engine climb speed (VYSE or specified reference speed) throughout climb to pattern altitude (ATP standard per ACS AT.IV.C).

16. Controls rotor RPM during single-engine operations: maintains rotor RPM within green arc (typically ±5% Nr depending on type) during transition to and continuation of single-engine climb through collective and throttle coordination.

Overall Performance Standards

17. Demonstrates immediate recognition and response: initiates emergency procedure within 1 second of simulated failure with correct control inputs for aircraft type and configuration (no hesitation, no incorrect initial action).

18. Maintains situational awareness: monitors altitude, airspeed, heading, rotor RPM continuously during emergency, makes appropriate radio calls when able, and demonstrates awareness of landing options (single-engine) or climb performance (multiengine).

19. Executes procedures smoothly and precisely: shows coordinated control inputs without over-controlling, maintains aircraft within all operating limitations throughout maneuver, and recovers to normal flight when directed without exceeding RPM or airspeed limits.

20. Meets ATP standards consistently: performs simulated powerplant failures during takeoff meeting all above standards on at least 2 consecutive attempts without instructor intervention, demonstrating the proficiency, precision, and decision-making expected of an ATP certificated pilot.

ACS Reference: All completion standards align with AT.IV.C - Powerplant Failure During Takeoff as published in FAA-S-ACS-ATP (ATP Helicopter).

Evaluation Note: Student must demonstrate proficiency in aircraft category applicable to checkride (single-engine OR multiengine helicopter). If training in both categories, completion standards apply to each separately. Any performance deficiency requiring instructor intervention to maintain safety constitutes failure to meet ATP standards for this task.