Powerplant Failure—Multiengine Helicopter

Objective

The student will develop the knowledge, risk management, and skill necessary to recognize, analyze, and manage a powerplant failure in a multiengine helicopter, maintaining positive aircraft control while identifying the failed engine, executing appropriate procedures, and operating the remaining powerplant(s) within limitations to meet the performance standards of FAA-S-ACS-ATP Task AT.V.B.

Measurable Performance Standards:

• Correctly identify and verify the inoperative powerplant within 3 seconds of simulated failure
• Maintain positive helicopter control throughout the maneuver
• Execute manufacturer’s engine failure and securing procedures without error
• Maintain altitude ±100 feet when specified and within capability
• Maintain airspeed ±10 knots
• Maintain heading ±10°
• Operate remaining engine(s) within all published limitations

Content

Introduction: The Criticality of Engine-Out Operations in Multiengine Helicopters

Unlike fixed-wing multiengine aircraft where engine-out flight is routine, multiengine helicopters face unique challenges during single-engine operations. Most multiengine helicopters (Bell 212/412, AS332, S-76, AW139, etc.) are designed with sufficient power redundancy for continued flight, but with significant performance degradation and handling characteristic changes. As ATP candidates, you’re expected to respond with immediate recognition, precise control inputs, and systematic procedure execution—the standards are unforgiving because you’ll likely be flying passengers or crew who depend on your professionalism.

Think of a multiengine helicopter like a professional athlete losing one leg mid-race—it can still move forward, but everything requires more effort, precision changes, and some maneuvers become impossible. Your job is recognizing the injury instantly and adapting your technique before loss of control occurs.

Flight Characteristics and Controllability with Powerplant Inoperative

Power Available vs. Power Required: When one engine fails in a twin-engine helicopter, you immediately lose 50% of installed power, but power required doesn’t drop by half. Depending on gross weight, density altitude, and configuration, single-engine operation may provide:

• Sufficient power for level flight at reduced airspeed (ideal scenario)
• Only enough power to arrest descent rate but not maintain altitude (common at high weights)
• Insufficient power to prevent continued descent (heavy/hot/high scenarios)

Critical performance changes include:

• Reduced climb performance: Most twins cannot maintain altitude in a hover OGE on one engine; some cannot hover IGE
• Lower service ceiling: Single-engine ceiling may be 6,000–10,000 feet lower than dual-engine
• Increased fuel consumption: The operating engine runs at higher power settings continuously
• Reduced airspeed capability: VNE may remain unchanged, but power available limits practical cruise speeds
• Degraded maneuverability: Turns, especially into the dead engine, require careful control coordination

Yaw Control and Compensation: The operating engine creates both thrust and torque. With asymmetric thrust:

• Translating tendency (tail rotor drift): More pronounced; requires constant pedal correction
• Torque reaction: Increases substantially as collective is raised to compensate for lost power
• Directional control limits: At low airspeeds or high power settings, full pedal authority may be insufficient
• Crosswind limitations: Wind from the operating engine side requires more tail rotor thrust (less available); wind from dead engine side is more manageable

Example: In a Bell 412 with the #1 engine failed, the operating #2 engine produces maximum torque. At high gross weights and low airspeeds, left pedal requirements may approach or exceed available authority, creating a minimum controllable airspeed limitation.

Vibration and Handling Characteristics:

• Increased vibration from asymmetric engine mounting and driveline imbalance
• Different cyclic pressures required due to CG shift if engines are laterally offset
• Potential freewheeling unit engagement noise/vibration from the failed engine
• Altered autorotative characteristics if forced to enter autorotation from single-engine flight

Determining the Reason for Powerplant Failure

Immediate Recognition (First 3 Seconds): Engine failure indications vary by helicopter type but typically include:

• Master caution/warning lights and aural alerts
• Torque drop on the failed engine (most immediate gauge indication)
• Gas generator or rotor RPM decrease if correlation between engines is lost
• Fuel flow drop to zero or near-zero
• EGT changes: May rise (compressor stall/surge) or fall (fuel starvation/flameout)
• Yaw toward the failed engine as asymmetric thrust develops
• Collective rise sensation as Nr begins to droop if immediate corrective action isn’t taken

Identification Procedure (Dead Foot–Dead Engine): The classical identification method:

1. Feel for yaw: The helicopter yaws toward the failed engine
2. Check pedal position: The foot requiring less pressure is on the side of the failed engine (“dead foot–dead engine”)
3. Verify with instruments: Confirm zero torque, low/zero fuel flow, abnormal EGT/Ng on the suspected engine
4. Cross-check multiple parameters: Never rely on a single instrument; use triangulation

Analytical Troubleshooting: Once control is established and immediate procedures complete, determine the failure cause:

• Mechanical failure: Compressor surge, turbine failure, gearbox seizure (rare but catastrophic)
• Fuel system issues: Fuel starvation (tank selection, boost pump failure, contamination), fuel control unit malfunction
• Electrical/control system: FADEC or hydromechanical control failure, governor malfunction
• FOD ingestion: Bird strike, ice ingestion, particulate matter
• Fire or overheat condition: Requires immediate shutdown regardless of power needs
• Pilot-induced: Incorrect fuel management, inadvertent shutdown, mixture/condition lever mismanagement

Understanding the cause informs your restart decision-making and emergency planning.

Maintaining Operating Powerplant(s) Within Acceptable Operating Limits

Continuous Parameter Monitoring: The operating engine now carries the entire load. Monitor continuously:

• Torque: Primary limitation in most scenarios; typically 100% torque is maximum continuous on the operating engine, but some aircraft allow limited-time OEI (One Engine Inoperative) ratings (e.g., 2-minute, 30-minute OEI power)
• Gas generator speed (Ng): Must remain within green arc; overspeeding indicates loss of governing or improper fuel control
• Turbine outlet temperature (TOT/TGT/EGT): Critical limit; exceeding max continuous or OEI TOT limits causes turbine blade creep and permanent damage
• Oil pressure and temperature: Increased loads may elevate oil temps toward limits
• Rotor RPM (Nr): Maintain within narrow green arc; single-engine power margins are slim—Nr droop indicates you’re asking for more power than available

OEI Power Ratings (if available): Many modern twins (AW139, S-76D, EC135, etc.) have FADEC-managed OEI ratings:

• 2-minute OEI (takeoff/emergency): Maximum power for immediate emergency use; highest torque/TOT limits
• 30-minute OEI: Intermediate power for maneuvering or continued flight; lower limits than 2-minute
• Continuous OEI: Maximum power for sustained single-engine cruise; most conservative limits

Managing Power Demands: To keep the operating engine within limits:

• Reduce gross weight if able: Jettison external loads, plan immediate landing
• Optimize airspeed: Fly at best single-engine rate-of-climb speed (VYse) or manufacturer’s recommended OEI cruise speed; this minimizes power required
• Accept altitude loss if necessary: Don’t over-torque trying to maintain altitude beyond aircraft capability
• Avoid aggressive maneuvering: Steep turns, rapid climbs, and decelerations all increase power demand
• Monitor trends: Rising TOT or torque creep indicates approaching limits; adjust collective/airspeed immediately

Think of your operating engine like a marathon runner suddenly asked to sprint—you can push hard for short bursts (2-minute OEI power), maintain a hard pace for a while (30-minute OEI), but eventually must settle into a sustainable rhythm (continuous OEI) or risk complete failure from overexertion.

Procedures: Setting Controls, Identifying, Verifying, and Securing

Immediate Actions (Memory Items): Varies by aircraft, but typical procedure:

1. Collective: Adjust to maintain Nr (may require increase or slight decrease depending on regime of flight)
2. Pedals: Apply corrective pedal to stop yaw; coordinate with cyclic for balanced flight
3. Airspeed: Establish recommended single-engine airspeed (typically near VY or VYse)
4. Power check: Visually confirm engine instruments; identify failed engine using dead-foot/dead-engine and instrument cross-check

Verification: Before taking any shutdown or securing actions, verify the failed engine:

• Throttle correlation check: If equipped, attempt to correlate failed engine throttle—no response confirms failure
• Multi-parameter confirmation: Zero torque + zero fuel flow + abnormal EGT/Ng on same engine
• Challenge–response in crew environment: In two-pilot operations, pilot flying identifies, pilot monitoring confirms before any securing actions

Caution: Engine shutdown mistakes in multiengine helicopters are catastrophic. In 1989, a North Sea AS332L lost both engines when the crew shut down the operating engine after misidentifying the failed engine, resulting in ditching and fatalities. Verify, verify, verify.

Securing the Inoperative Engine: Follow manufacturer’s checklist precisely. Typical steps include:

1. Throttle: Close/off position (or as directed; some aircraft use idle for freewheeling protection)
2. Fuel valve/condition lever: Off position to stop fuel flow
3. Generator/alternator: Off to reduce electrical loads
4. Bleed air: Off if engine-driven pneumatic systems exist
5. Fire detection/suppression: Monitor fire detection systems; activate fire extinguisher if fire confirmed
6. Instrumentation: Note final indications for post-flight analysis and maintenance troubleshooting

Determining Viability of Restart

Restart Decision Factors:

1. Cause of failure:
   • Restartable: Fuel starvation (corrected), governor failure (switched to backup), transient surge, pilot-induced shutdown
   • Non-restartable: Mechanical failure (compressor/turbine damage), fire, severe vibration, gearbox issues
2. Altitude and airspeed: Sufficient altitude to attempt restart without losing controlled flight
3. Time available: Proximity to suitable landing area; restarting 2 miles from an airport is lower priority than 50 miles over water
4. Turbine temperature and Ng: Engine must be cooled and Ng within windmilling range for successful light-off
5. Environmental conditions: Icing, heavy precipitation may prevent successful restart
6. Passenger/mission considerations: Offshore operations may prioritize restart attempts; local flights may prioritize expedited landing

Restart Windows and Parameters: Each helicopter type has specific restart envelopes:

• Airspeed range: Typically 60–100 KIAS for windmilling starts
• Ng range: Usually 10–20% Ng (windmilling) provides sufficient airflow for light-off
• Altitude limits: Some helicopters prohibit restart attempts below certain altitudes (e.g., below 500 feet AGL)
• Starter-assisted vs. windmilling: At low Ng, starter engagement may be required

Professional Judgment: As an ATP, weigh the risks:

• Successful restart: Restores full performance, increases safety margins, expands landing options
• Unsuccessful restart or secondary failure: Consumes time and altitude; potentially causes double-engine failure if underlying issue affects both engines
• Intermediate approach: Attempt restart only once at high altitude with ample time/fuel/options; abandon attempts if unsuccessful

Example scenario: Flying a Bell 412 at 8,000 feet MSL, 20 nm from base when #1 engine fails due to suspected fuel contamination. After securing the engine, single-engine performance is adequate for continued flight. Restart attempt is viable: high altitude, stable flight, suspected cause is isolated fuel issue. Execute one restart attempt per checklist; if unsuccessful, continue single-engine approach and landing.

Emergency Approach and Landing Considerations

Even with restart capability, plan for single-engine landing:

• Landing site selection: Larger, obstacle-free areas; single-engine performance may preclude confined areas
• Approach profile: Shallow approach angles; reduced power available for go-around or waveoff
• Touchdown technique: Run-on landings may be necessary; hovering may be impossible
• Crew coordination: Declare emergency with ATC; brief passengers/crew; coordinate with ground personnel

Regulatory and Operational Considerations

14 CFR §61.159(b): While not directly addressing engine failures, ATP aeronautical experience requirements presume multi-engine time includes proficiency in abnormal operations.

14 CFR §91.119: Minimum safe altitudes—single-engine flight may require adjustments to ensure adequate forced-landing capability.

Operations Manuals and MELs: Many commercial operators have specific procedures, altitude restrictions, and dispatch requirements for single-engine ferry flights or continued operations.

Risk Management Emphasis: The ACS risk management elements—maintaining positive control, determining failure cause, and maintaining operating engine limits—are interconnected. Lose control chasing altitude, and you’ve failed. Over-torque the remaining engine trying to maintain altitude, and you’ve converted a single-engine problem into a zero-engine emergency. Fail to determine the cause, and you may shut down the wrong engine. ATP-level decision-making means balancing these pressures with calm, systematic execution.

Schedule

Equipment

Required References:

• FAA-S-ACS-ATP (Airline Transport Pilot Airman Certification Standards)
• Helicopter Flight Manual / Pilot’s Operating Handbook for specific multiengine helicopter (Bell 212/412, AS332, S-76, AW139, etc.)
• FAA-H-8083-21B (Helicopter Flying Handbook), Chapter 11 (Helicopter Emergencies)
• 14 CFR Part 91 (General Operating and Flight Rules)
• Aircraft-specific Emergency Procedures Checklist (quick reference)

Required Aircraft and Materials:

• Airworthy multiengine helicopter with dual controls and full instrumentation
• Current weight and balance documentation
• Intercommunication system for clear instructor-student communication
• Kneeboard with emergency checklist reference cards

Visual Aids and Training Materials:

• Engine instrument panel photos or diagrams showing failure indications
• Flowchart: Engine failure identification and verification procedure
• OEI power limitation chart for aircraft type
• Whiteboard or tablet for diagramming torque/Ng/TOT relationships during ground instruction
• Video examples (if available): Multiengine helicopter engine failure scenarios

Personal Equipment:

• Current aeronautical charts for local area
• Flight computer or electronic calculator for performance calculations
• Logbook and training records

Instructor Actions

1. Conduct comprehensive ground instruction covering all knowledge elements: Explain flight characteristics specific to the training helicopter with one engine inoperative, including power available vs. required, single-engine service ceiling, yaw control considerations, and directional control limitations. Use the operating handbook performance charts to demonstrate single-engine capability at current weight and density altitude.

2. Describe recognition and identification procedures using the dead-foot/dead-engine principle: “When you feel the yaw, the foot requiring less pressure is on the side of the dead engine—but never trust feel alone. Cross-reference with instruments: zero torque, zero fuel flow, abnormal EGT and Ng on the same engine. Think of it like a doctor confirming a diagnosis—check multiple symptoms before taking irreversible action.”

3. Review the aircraft-specific emergency checklist line-by-line for engine failure, engine securing, and restart procedures. Emphasize memory items vs. checklist items, and explain the rationale for each step. Demonstrate how to locate and use the checklist in flight.

4. Explain OEI power limitations and continuous monitoring requirements: Show where to find 2-minute, 30-minute, and continuous OEI power limits in the POH. Discuss the consequences of exceeding torque or TOT limits—permanent turbine damage, reduced time between overhaul, or catastrophic failure of the remaining engine.

5. Teach the restart decision matrix: “Ask yourself four questions: What caused the failure? Do I have sufficient altitude and time? Are engine parameters within restart envelope? Is a restart safer than continuing single-engine to landing? If any answer is no or uncertain, prioritize getting the helicopter on the ground safely over attempting restart.”

6. Conduct preflight briefing covering maneuver setup, safety parameters, and communication procedures: “I’ll simulate the failure by rolling one throttle to idle or calling ‘simulating left engine failure.’ Your job is immediate recognition, maintain positive control, identify and verify using instruments and dead-foot/dead-engine, then execute the emergency checklist. I’ll monitor the operating engine closely and will intervene if we approach any limitations. We’ll maintain at least 3,000 feet AGL for adequate recovery margins. Acknowledge that you understand.”

7. Demonstrate the first engine failure scenario in cruise flight: Establish level cruise flight, announce “I’m simulating left engine failure,” and reduce left throttle to idle. Verbalize recognition cues: “I feel a yaw to the left, left pedal is going soft—dead foot, dead engine means left engine failure. Confirm on instruments: left torque zero, left fuel flow near zero, left Ng dropping. Right engine torque increasing to compensate. Applying right pedal to center the ball, adjusting collective to maintain Nr in the green, establishing 80 knots for best single-engine performance.”

8. Execute the emergency checklist aloud while demonstrating: “Left throttle to off position—already there. Left fuel valve to off—simulated. Left generator off—simulated. Monitor right engine: torque 85%, within continuous OEI limits; TOT 720°C, within limits; oil pressure and temp normal. Stabilize at 80 knots, accept 200 feet per minute descent—aircraft is above maximum gross weight for level flight OEI at this altitude.”

9. Demonstrate the identification verification process: “Before I secure anything, I’m verifying: left torque still zero, check. Left fuel flow zero, check. Left EGT decreasing as turbine cools, check. Dead-foot dead-engine confirmed left pedal light, check. Three independent confirmations—I’m certain it’s the left engine. In a real emergency, I’d verbalize this to my copilot for confirmation before securing.”

10. Transfer controls to the student and set up for the first student practice iteration: “Your controls. I’m going to simulate a right engine failure in 10 seconds. Maintain current altitude and heading. When you feel or hear the failure, execute immediate actions, identify the failed engine, and run the emergency checklist. I’ll back you up on the operating engine limits. Ready?”

11. Simulate engine failure by reducing throttle to idle and observe student response. Monitor for immediate recognition (within 3 seconds), correct identification procedure, proper use of flight controls to maintain Nr and prevent yaw excursions, and systematic checklist execution.

12. Provide real-time coaching during the maneuver: “Good recognition—you felt that yaw immediately. Now verify with instruments before you touch anything. Check torque, check fuel flow. Correct—right engine failed. What’s your next memory item? Yes, adjust collective for Nr, coordinate pedals and cyclic. Now run the checklist. How’s your operating engine? Check torque and TOT.”

13. Monitor aircraft performance and limitations closely: Watch the operating engine torque, TOT, and Nr continuously. If the student allows the operating engine to approach limits or Nr to droop outside the green arc, provide immediate corrective guidance: “Watch your torque—you’re at 98%, approaching max continuous. Lower the collective slightly and accept some altitude loss. You’re asking for more power than the aircraft can give.”

14. Debrief each iteration immediately after recovery: “Good job maintaining control throughout. Your identification took 5 seconds—that’s acceptable, but try to get it under 3 on the next one. You did excellent keeping the operating engine within limits. One thing to work on: you started the checklist before verifying the failed engine on instruments. Let’s review the verification procedure before the next attempt.”

15. Introduce variations in subsequent practice: Simulate failures during climbs, descents, turns, and approach configurations to build adaptability. “This time I’ll give you a failure during a climbing right turn. Be ready for different control pressures and different airspeed when the failure occurs.”

16. Demonstrate in-flight restart procedures (if altitude, aircraft limitations, and conditions permit): “We’re at 6,000 feet AGL, stable single-engine flight. I’m going to demonstrate the restart checklist for the secured left engine. First, verify airspeed is in the restart envelope—we’re at 75 knots, that’s within 60 to 100 knots per the POH. Ng is windmilling at 15%—good for air start. Left fuel valve on, left throttle to flight idle…”

17. Narrate the restart process while demonstrating: “Watch the left Ng gauge—it should increase as fuel is introduced. There’s light-off, EGT rising, now stabilizing. Ng coming up to governed range. Torque building as the engine spools up. Match throttles, verify all parameters normal. Cross-check oil pressure, TOT, fuel flow. Restart successful. Now I have full power available again, but I’m still treating this as an abnormal situation and planning a precautionary landing.”

18. Allow student practice of restart procedures under close supervision: “Your turn. We’ll secure the left engine, stabilize single-engine flight, then you’ll execute the restart checklist. Talk me through each step. I’ll be watching for hot starts or hung starts—if we see EGT approach limits with no increase in Ng, we’ll abort the restart immediately.”

19. Emphasize decision-making throughout the lesson: “Remember, as an ATP, you’re not just managing the engine failure—you’re managing the entire situation. Think about your passengers, your fuel state, your proximity to suitable landing areas, weather ahead, and company procedures. Sometimes the safest decision is to get on the ground quickly rather than attempting a restart or trying to reach your original destination.”

20. Conduct thorough post-flight debriefing: Review each maneuver against ACS standards, using notes taken during flight. “Your altitude control was within ATP standards—you held within ±100 feet on three of four attempts. Airspeed was consistently ±10 knots, excellent. Heading control needs a little work—on the second iteration you drifted 15° before correcting. Your engine parameter monitoring was outstanding—you caught the torque approaching limits every time and made the right decision to accept altitude loss. Overall, you’re tracking well toward ATP standards. For next lesson, study the engine systems section in the POH and be ready to discuss what specific malfunctions could cause each type of failure.”

Student Actions

1. Actively participate in ground instruction by asking clarifying questions about flight characteristics, OEI limitations, and emergency procedures specific to the training helicopter. Take detailed notes on memory items, OEI power limits, and identification procedures.

2. Study the aircraft’s Pilot’s Operating Handbook prior to the lesson, focusing on the emergency procedures section, OEI performance charts, engine systems descriptions, and restart procedures. Prepare questions about unclear procedures or limitations.

3. Demonstrate knowledge during ground instruction by explaining the dead-foot/dead-engine principle, describing how to cross-check multiple instruments to verify engine failure, and reciting the memory items for engine failure and engine securing procedures.

4. Review and verbalize the emergency checklist during ground instruction, demonstrating ability to locate and read the checklist efficiently and explaining the reason for each checklist item.

5. Participate in the preflight briefing by verbalizing understanding of the maneuver objectives, safety procedures, and communication protocols. Ask questions about any unclear aspects of the flight lesson before entering the aircraft.

6. Observe the CFI’s demonstration carefully, noting the sequence of recognition, identification, verification, and checklist execution. Pay specific attention to control inputs required to maintain Nr, prevent yaw, and establish the recommended single-engine airspeed.

7. Execute simulated engine failures using the following procedure:

   • Immediately recognize the failure through yaw, sound changes, or instrument indications (within 3 seconds)
   • Apply control inputs to maintain rotor RPM in the green arc and prevent yaw excursions
   • Identify the failed engine using dead-foot/dead-engine principle
   • Verify the failed engine using at least three independent instrument cross-checks (torque, fuel flow, EGT/Ng)
   • Establish the manufacturer’s recommended single-engine airspeed
   • Execute the emergency checklist systematically without rushing
   • Continuously monitor the operating engine parameters (torque, TOT, Ng, oil pressure/temp)
   • Maintain altitude within ±100 feet if aircraft performance permits, or establish a controlled descent if necessary
   • Maintain airspeed within ±10 knots of the target single-engine speed
   • Maintain heading within ±10° during stabilization and cruise flight

8. Verbalize all actions and observations during the maneuver execution: “I feel a yaw to the right, right pedal is going light—I think it’s the right engine. Checking instruments: right torque shows zero, right fuel flow zero, right Ng decreasing—confirmed right engine failure. Left engine torque increasing to 88%, within limits. Adjusting collective to maintain Nr at 98%. Establishing 80 knots. Running the emergency checklist.”

9. Demonstrate systematic decision-making by analyzing the cause of the simulated failure based on the scenario presented, determining whether a restart would be viable, and explaining the reasoning: “The CFI simulated a fuel valve failure. Cause is fuel starvation to that engine. Since it’s simulated, a restart would be viable if we correct the fuel valve position, we have sufficient altitude, and parameters are within restart envelope. However, given our proximity to the airport, I’d elect to continue single-engine to landing rather than attempt restart.”

10. Maintain continuous awareness of the operating engine limitations throughout the maneuver, announcing when approaching any limits: “Torque is at 95%, approaching maximum continuous OEI. I need to reduce collective slightly and accept a 300 FPM descent to stay within limits.”

11. Demonstrate proper restart procedures (when practicing restart maneuvers) by verbalizing each step of the restart checklist, monitoring engine parameters during the restart attempt, and recognizing abnormal indications such as hot starts, hung starts, or failed light-off attempts.

12. Self-critique performance after each iteration, identifying areas for improvement: “I took too long to identify the failed engine that time—about 6 seconds. I need to be faster with my instrument cross-check. My altitude control was good, stayed within 50 feet. Operating engine parameters were always within limits.”

13. Adapt to variations in the maneuver scenarios presented by the CFI (failures during climbs, descents, turns, different configurations), demonstrating flexible application of procedures rather than rote memorization.

14. Ask questions during debriefs to clarify areas of confusion, understand mistakes, and confirm correct procedures: “When I felt the torque on the operating engine approaching limits, you said to accept altitude loss. At what point would altitude loss become unacceptable, and what would I do then—reduce airspeed further, jettison cargo, or prepare for emergency landing?”

15. Demonstrate professionalism and aeronautical decision-making by treating each simulated failure as a real emergency, maintaining appropriate urgency without panic, and thinking beyond the immediate maneuver to consider factors like passenger briefing, ATC communication, landing site selection, and company notification.

16. Complete post-flight responsibilities by reviewing the lesson objectives, honestly assessing performance against ACS standards, identifying areas requiring additional practice, and preparing questions or study topics for the next lesson.

Completion Standards

The lesson is complete when the student demonstrates mastery of powerplant failure procedures in a multiengine helicopter, meeting all performance standards outlined in FAA-S-ACS-ATP Task AT.V.B, as evidenced by:

Knowledge Standards:

• Accurately explains the flight characteristics and controllability associated with single-engine operations specific to the training helicopter, including power available vs. power required, yaw control considerations, single-engine service ceiling, and airspeed limitations
• Describes OEI power limitations (2-minute, 30-minute, continuous OEI ratings) and explains the consequences of exceeding torque, TOT, or other engine parameters
• Explains the dead-foot/dead-engine identification principle and verbalizes a systematic multi-instrument verification procedure
• Recites from memory the immediate action items for engine failure in the training helicopter
• Articulates decision-making criteria for determining whether to attempt an in-flight restart, including analysis of failure cause, altitude requirements, engine parameter envelopes, and operational considerations

Risk Management Standards:

• Maintains positive helicopter control throughout all simulated engine failure scenarios with no loss of control, excessive altitude deviations, or unsafe flight conditions
• Consistently determines the reason for the simulated powerplant failure by analyzing instrument indications, flight conditions, and scenario parameters presented by the CFI
• Maintains the operating powerplant within all manufacturer’s limitations (torque, TOT, Ng, oil pressure/temperature) throughout the maneuver, recognizing approaching limits and adjusting power demands accordingly, with no exceedances

Skill Standards (per ACS AT.V.B):

• Sets powerplant controls appropriately, correctly identifies the inoperative powerplant using dead-foot/dead-engine technique, and verifies the identification using cross-check of at least three independent instruments (torque, fuel flow, EGT/Ng) within 3 seconds of simulated failure
• Maintains positive helicopter control throughout the maneuver with no pilot-induced oscillations, Nr excursions outside the green arc, or loss of coordinated flight
• Determines the reason for the powerplant failure based on the scenario and available information, verbalizing the likely cause and implications for restart decision-making
• Follows the prescribed helicopter checklist accurately and completely, verbalizing each step, and demonstrates the procedures for securing the inoperative powerplant without error or omission
• Determines whether a restart is a viable option by analyzing altitude, airspeed, engine parameters, failure cause, and operational factors, and articulates a clear decision with supporting rationale
• Maintains the operating powerplant within acceptable operating limits continuously, as evidenced by no torque, TOT, Ng, or other parameter exceedances, with proactive power management when approaching limits
• Maintains desired altitude within ±100 feet when a constant altitude is specified and is within the capability of the helicopter, or establishes a stabilized descent at a constant rate if level flight is not possible at current weight/altitude
• Maintains the desired airspeed within ±10 knots of the manufacturer’s recommended single-engine airspeed or the briefed target airspeed
• Maintains the desired heading within ±10° of the specified heading, using coordinated pedal and cyclic inputs to counteract yaw from asymmetric thrust
• Demonstrates proper powerplant restart procedures in accordance with the manufacturer’s recommended procedures and checklist items (when restart practice is conducted), monitoring engine parameters during restart, recognizing abnormal starts, and aborting restart if parameters exceed limitations

Professionalism and ADM Standards:

• Demonstrates ATP-level professionalism by treating simulated failures as real emergencies, maintaining appropriate urgency and systematic procedure execution
• Verbalizes situational awareness throughout the maneuver, including considerations for passenger safety, ATC communication, landing site selection, fuel state, and company/operational procedures
• Self-critiques performance after each iteration, identifying errors or deviations, and demonstrating continuous improvement across multiple practice scenarios
• Exhibits sound aeronautical decision-making by prioritizing aircraft control, accurately assessing aircraft capability, making timely decisions about power management and restart attempts, and recognizing when to accept altitude loss or performance degradation to remain within limitations

The student must complete at least three engine failure scenarios to ATP standards, demonstrating consistency across variations (cruise, climb, different configurations). All parameters must be within ACS tolerances on the final two consecutive attempts. Any exceedance of operating engine limitations, loss of positive control, incorrect engine identification, or failure to execute emergency procedures accurately constitutes an incomplete lesson requiring additional practice.