APPROACH AND LANDING WITH SIMULATED POWERPLANT FAILURE—MULTIENGINE HELICOPTER

Objective

The student will demonstrate ATP-level competency in executing an approach and landing with a simulated powerplant failure in a multiengine helicopter. Upon completion, the student will accurately apply emergency procedures, maintain precise aircraft control within ATP tolerances, make sound aeronautical decisions regarding landing site selection, and complete a safe landing following single-engine failure. Performance will meet the standards of FAA-S-ACS-ATP Task AT.VIII.B, maintaining altitude ±100 feet, airspeed ±10 knots, heading ±5° prior to final approach, and executing a smooth transition to touchdown.

Content

Regulatory Foundation

14 CFR §61.159(b) establishes ATP helicopter aeronautical experience requirements, including experience in aircraft category and class. This task validates ATP-level emergency procedures proficiency required for professional operations. 14 CFR §91.3 grants PIC authority to deviate from regulations when an in-flight emergency requires immediate action. 14 CFR §91.119 minimum safe altitudes apply unless emergency conditions exist. Review helicopter-specific RFM/AFM emergency procedures—these are regulatory documents per 14 CFR §91.9.

Twin-Engine Helicopter Flight Characteristics and Performance

Category A vs. Category B Operations: Most light twins (Bell 412, AS355, AW109, EC135) operate under Category B performance criteria per 14 CFR §29.67, meaning single-engine flight is not assured throughout the flight profile. Heavy twins (S-92, AW139, EC225) may certify Category A. Know your aircraft’s certification basis—it drives emergency procedure philosophy.

Single-Engine Performance Factors: When one engine fails, the operating engine must overcome:

• Total airframe drag
• Tail rotor anti-torque requirements (doubled load)
• Increased collective pitch requirements
• Yaw control degradation
• Hydraulic system limitations (many twins lose one hydraulic system)

Available power margin decreases with density altitude, gross weight, temperature, and anti-ice/bleed air usage. Single-engine service ceiling may be below terrain in hot/high conditions—this dictates immediate landing necessity.

Controllability Considerations: The asymmetric thrust condition creates:

• Yaw tendency toward failed engine (loss of torque on that side)
• Roll tendency as tail rotor compensates differently
• Increased workload on remaining hydraulic system (if dual systems installed)
• Potential FADEC/fuel control mode changes
• Vibration changes as rotor system loads redistribute

Critical is understanding your specific helicopter’s single-engine handling characteristics. The Bell 412, for example, exhibits different yaw characteristics than an EC135 due to tail rotor vs. fenestron design.

Emergency Recognition and Initial Response

Failure Recognition: Engine failure indicators include:

• Master caution/warning lights and audio alerts
• ENGINE OUT annunciators or EICAS/VEMD messages
• Immediate yaw toward failed engine
• Rotor RPM decay (if collective not immediately lowered)
• Torque/TGT split between engines
• Engine instrument readings (N1, N2, oil pressure, fuel flow)

Immediate Actions: Follow aircraft-specific emergency procedures memory items:

1. Lower collective immediately to maintain rotor RPM
2. Apply pedal to counteract yaw (typically toward operating engine)
3. Adjust cyclic to maintain airspeed and attitude
4. Identify failed engine (instruments, pedal position, yaw direction)
5. Ensure operating engine at maximum continuous or emergency power
6. Complete memory items per RFM (may include fuel boost, ignition, throttle checks)

In turbine twins, complete ENGINE FAILURE checklist. Distinguish between ENGINE FAILURE vs. ENGINE FIRE procedures—never secure a running engine by mistake.

Aeronautical Decision Making and Landing Site Selection

Immediate Decision Point: ATP-level decision-making requires split-second assessment:

• Current position and proximity to suitable landing areas
• Single-engine performance capability vs. terrain/obstacles
• Weather conditions at potential landing sites
• Distance to nearest airport vs. off-airport options
• Passenger/cargo considerations (medical evacuation priority, for example)
• Radio communication and emergency services notification

Proceed Toward Nearest Suitable Airport or Landing Area (ACS Risk Management): ATP candidates must demonstrate professional judgment. “Suitable” means:

• Surface adequate for helicopter weight and landing gear configuration
• Size sufficient for single-engine approach parameters (steeper, faster than normal)
• Clear of obstacles on approach path
• Emergency services accessible if possible
• Fuel/fire suppression available (preferably)

If the nearest airport is beyond single-engine performance capability, select the best off-airport site immediately. Use PAVE and 5P models: Pilot, Aircraft (degraded), enVironment, External pressures. Communicate intentions early.

Risk Management Priorities:

• Maintain aircraft control (first priority—cannot help anyone if you lose control)
• Analyze the situation and take proper action
• Land as soon as conditions permit

Never attempt to “stretch” single-engine performance to a distant airport. Professional pilots land immediately when conditions dictate.

Approach Planning and Configuration

Approach Profile Considerations: Single-engine approaches differ from normal operations:

• Higher approach speeds (less power available for speed changes)
• Steeper approach angles than normal (limited power for shallow approaches)
• Earlier configuration decisions (less power for go-around if missed)
• Longer landing distances (higher touchdown speeds)
• Reduced wind limitation capability

Altitude/Airspeed/Heading Discipline Prior to Final Approach (ACS Risk Management): Maintain desired altitude ±100 feet, airspeed ±10 knots, heading ±5°. This precision ensures:

• Stabilized approach criteria are met
• Energy management is predictable
• Operating engine not overworked with erratic control inputs
• Professional standards maintained despite emergency

Configuration Management (ACS Risk Management): Establish approach and landing configuration appropriate for conditions:

• Landing gear down and locked (if retractable)
• Position lights/landing lights as required
• Anti-collision lights on
• Fuel boost pumps as required (operating engine)
• Hydraulics confirmed (remaining system operational)
• Environmental systems adjusted (reduce electrical load if needed)

Powerplant Controls: Adjust operating engine within limitations:

• Maximum continuous power (MCP) or emergency power rating
• Monitor TGT, torque, rotor RPM closely
• Fuel flow and N1/N2 indications normal for single-engine ops
• Do not exceed engine limitations—trading engine for survivability is false economy unless terrain impact imminent

Final Approach Execution

Normal Approach Angle and Airspeed (ACS Skill): Despite emergency, maintain professional approach standards:

• Approach angle typically 8-12 degrees (may be steeper single-engine due to power limitation)
• Recommended approach airspeed per RFM (usually 10-20 knots faster than normal due to reduced power available)
• Maintain approach path alignment with intended touchdown point
• Avoid excessive sink rates that require power unavailable
• Use visual references: VASI/PAPI if available, touchdown point should appear stationary in windscreen

Energy Management: With limited power available:

• Begin approach from favorable position (closer, higher is not better—may not be able to dissipate energy)
• Avoid situations requiring power addition (low/slow conditions)
• Plan for minimal power margin—use translational lift effectively
• Consider wind: land into wind to minimize groundspeed at touchdown

Crew Resource Management/Single-Pilot Resource Management: ATP candidates often fly single-pilot IFR operations. Utilize all resources:

• Autopilot (if functional) to reduce workload during checklist completion
• ATC services for priority handling and emergency services notification
• Passengers (if qualified) for checklist reading, radio work
• TCAS/traffic awareness (reduced climb/maneuver performance with one engine)

Transition to Touchdown

Smooth Transition (ACS Skill): Execute touchdown with minimal remaining power reserve:

• Maintain approach path to anticipated flare point
• Begin flare with appropriate aft cyclic—more gradual than normal (less power to arrest sink)
• Anticipate higher touchdown speed—plan for longer landing rollout
• Coordinate collective reduction with cyclic flare—maintain rotor RPM
• Apply pedal corrections for wind/yaw control through touchdown
• Touchdown on centerline with minimal drift or side loads on landing gear

Higher touchdown speeds are acceptable—attempting to hover-taxi or slow to walking speed may exceed available power. Plan for running landing if power insufficient for hover.

After-Landing Procedures

Checklist Completion (ACS Skill): Complete after-landing and shutdown checklists in timely manner:

• Clear runway/landing area expeditiously (if power permits taxi)
• If insufficient power to taxi, shut down on runway and coordinate with ATC/emergency services
• Secure failed engine per checklist (fuel off, throttle closed, systems secured)
• Operating engine shutdown per normal or emergency procedures
• Rotor brake application after rotor RPM decay
• Electrical systems secured
• Complete post-flight inspection noting any damage or secondary failures

Communication: Notify appropriate parties:

• ATC (emergency terminated, runway status)
• Company operations (if commercial operator)
• Maintenance (detailed failure description, engine parameters at failure, troubleshooting data)
• NTSB if commercial operation (probable substantial damage or injury)

Documentation: ATP-level professionalism requires thorough documentation:

• Logbook entries noting emergency and outcome
• Maintenance write-up with detailed failure description
• Company safety reports
• NASA ASRS report if desired

Common Errors and Teaching Emphasis

Errors to Avoid:

• Delaying collective reduction (rotor RPM decay leads to loss of control)
• Securing wrong engine (cross-check all indications before touching fuel/throttle controls)
• Attempting to reach distant airport beyond single-engine performance
• Poor altitude/airspeed discipline on approach (compounding emergency with unstabilized approach)
• Excessive flare attempt without available power (hard landing or loss of control)
• Failure to maintain directional control through touchdown (landing gear side loads)

Teaching Emphasis: ATP candidates should demonstrate calm, methodical emergency handling. This is professional validation—not private pilot training. Expect precision, proper terminology, and complete system knowledge.

Schedule

Equipment

Aircraft Requirements:

• Multiengine helicopter certified for training operations (Bell 412, AS355, EC135, AW109, or equivalent)
• Dual controls fully functional
• All systems operational (both engines, hydraulics, electrical systems)
• Current weight and balance documentation
• Sufficient fuel for training plus reserves

Reference Materials:

• FAA-S-ACS-ATP (Airline Transport Pilot – Helicopter)
• FAA-H-8083-21B, Helicopter Flying Handbook
• Manufacturer’s Rotorcraft Flight Manual (RFM) / Approved Flight Manual (AFM)
• Aircraft-specific Emergency Procedures Checklist
• Weight and Balance / Performance Planning Documents
• Current airport information for training area (Chart Supplement, approach plates if applicable)

Training Aids:

• Performance charts for single-engine operations (if available in RFM)
• Engine failure scenario cards (multiple failure points, conditions)
• Airport diagram for intended recovery airport
• Kneeboard with emergency procedures quick reference
• Sectional chart or EFB with emergency landing site information

Safety Equipment:

• Operational radio communications (ATC coordination)
• Transponder (emergency code capability)
• First aid kit
• Fire extinguisher
• Survival equipment appropriate to operating area

Instructor Actions

1. Pre-Flight Briefing: Review Task AT.VIII.B objectives and ATP ACS standards. Emphasize this evaluates professional-level emergency response and decision-making. Explain that simulated engine failure will be performed at safe altitude, within gliding distance of suitable landing areas, and using smooth throttle reduction on specified engine (not abrupt chop that could damage drivetrain). Discuss aircraft-specific single-engine performance limitations and review memory items for engine failure emergency procedures.

2. Performance Planning: Work with student to calculate single-engine performance for current conditions. Review single-engine service ceiling, maximum gross weight for single-engine operations, and expected climb/descent performance. Discuss how density altitude, temperature, and gross weight affect available power margin. If aircraft RFM does not publish single-engine data, explain the immediate landing requirement under 14 CFR Part 29 Category B certification.

3. Landing Site Selection Discussion: Brief student on suitable landing area criteria: “If this were a real emergency, where would you go? Nearest airport is X miles at heading Y. What’s your decision process?” Discuss factors: wind, obstacles, surface conditions, emergency services, fuel/fire capability. Emphasize ACS risk management requirement to proceed toward nearest suitable location.

4. Standards Clarification: Review specific ATP tolerances: “Prior to final approach, maintain altitude ±100 feet, airspeed ±10 knots, heading ±5°. These aren’t suggestions—these are professional standards that ensure you can consistently execute safe approaches under degraded conditions. On final, maintain normal approach angle and recommended airspeed—we’ll reference the POH for single-engine approach speed, typically 10-20 knots faster than normal.”

5. Scenario Introduction (In Flight): “We’re established in cruise flight at 2,500 feet AGL, heading 090, 90 knots. I want you to identify the nearest suitable landing area and develop an approach plan. What’s your landing site choice?” (Pause for student response.) “Good. Now verify we’re within gliding distance. I’m going to simulate left engine failure in three, two, one… engine failure.”

6. Initial Actions Monitoring: Reduce left engine throttle smoothly to flight idle. Observe student’s immediate response: “What are your immediate actions? Talk me through it.” Expect: lower collective, apply right pedal, maintain rotor RPM, adjust airspeed, identify failed engine. Provide coaching only if safety compromised: “Rotor RPM decaying—collective down.” If student correctly executes, remain silent except for confirmation: “Good—rotor RPM maintained.”

7. Procedure Verification: “Identify the failed engine using instruments and pedal position. Reference your emergency checklist and execute memory items.” Monitor student’s checklist discipline: verifying failed engine indications (instruments, yaw), confirming operating engine parameters (torque, TGT, N1/N2), completing memory items systematically. Ensure student does not secure wrong engine—intervene immediately if confusion observed.

8. Decision Making Observation: “You’ve identified the failure and completed immediate actions. Operating engine is at maximum continuous power. What’s your decision—where are we landing and why?” Evaluate student’s risk assessment: Can we make the airport? What’s our single-engine performance capability? Wind, obstacles, emergency services considerations? Professional ATP decision-making should be clear, verbalized, and logical.

9. Communication Coaching: Prompt if student does not initiate: “What about ATC and emergency services?” Student should declare emergency (if practicing under ATC), request priority handling, state intentions clearly: “Approach, Helicopter N123, engine failure, proceeding direct XYZ Airport, request priority handling and emergency equipment standing by, three souls on board, fuel for 1.5 hours.”

10. Approach Setup Monitoring: As student maneuvers toward landing area, observe altitude/airspeed/heading discipline: “You’re 150 feet high—what’s your plan to intercept desired altitude?” Monitor student’s energy management—not too aggressive with descent (don’t waste altitude), not too conservative (don’t arrive too high). Provide specific feedback: “Airspeed 85 knots, maintain 80 plus or minus 10.”

11. Configuration Management: “Establish landing configuration. What checklist items apply?” Student should configure: landing gear down (if retractable), lights, confirm hydraulics functional, adjust powerplant controls. Observe student’s workload management—smooth, deliberate, not rushed. If student appears rushed: “Take your time—aircraft is under control, manage the approach professionally.”

12. Final Approach Guidance: “Establish final approach. Maintain normal approach angle and recommended airspeed per the RFM.” Observe student’s approach path management. Coaching as needed: “You’re slightly low—what’s your power margin?” or “Approach angle looks good—maintain that picture.” Monitor operating engine parameters—ensure student not exceeding limitations.

13. Touchdown Coaching: As student approaches flare point: “Remember, less power available for flare—gradual aft cyclic, coordinate collective.” Observe touchdown: smooth transition, centerline tracking, minimal drift. If student attempts aggressive flare without power: “Easy on the aft cyclic—let it settle.” Priority is safe touchdown, not perfect hover.

14. After-Landing Supervision: “Clear the runway and complete after-landing checklist.” If student has sufficient power to taxi, supervise taxi to parking area. If simulated power insufficient: “In a real emergency with this power margin, would you taxi or shut down here?” Ensure student thinks through ground operations safety—don’t damage aircraft attempting to taxi with insufficient power.

15. Immediate Debrief: After shutdown: “Walk me through what happened from engine failure indication through touchdown. What went well? What would you do differently?” Encourage self-analysis first. Then provide specific instructor feedback: “Your immediate actions were excellent—rotor RPM never varied more than 2%. However, on approach you were 15 knots fast prior to final segment, outside ATP standards. What caused that?”

16. Standards Review: Reference ACS AT.VIII.B completion standards explicitly: “Did you maintain altitude ±100 feet prior to final? Airspeed ±10 knots? Heading ±5°? Smooth transition to touchdown?” Identify any deviations and discuss root causes. If student met standards: “You maintained ATP standards throughout—that’s professional performance under pressure.”

17. Repeat Scenario Planning (if needed): If student did not meet standards or demonstrated unsafe tendencies: “We’re going to repeat this scenario with the right engine failed and different winds. Focus specifically on altitude discipline during approach setup—that’s where we lost precision.” Plan second iteration addressing deficiencies.

18. Documentation: Complete instructor logbook and student training records. Note specific scenario parameters (altitude, engine failed, landing site), standards met or areas requiring additional training. Sign student logbook endorsing task completion when ATP standards are met.

Student Actions

1. Pre-Flight Preparation: Review aircraft RFM emergency procedures for engine failure, specifically memory items and checklist items. Calculate single-engine performance for current weight, altitude, and temperature conditions. Identify single-engine service ceiling and limitations. Study emergency landing site options in training area—airports, helicopter landing areas, off-airport options with surface/obstacle information.

2. Briefing Participation: Actively participate in pre-flight briefing, asking questions about any unclear procedures or performance limitations. Confirm understanding of simulated failure procedures: “You’ll reduce throttle to flight idle on the specified engine—I’ll treat it as failed and will not attempt to restart. My focus is immediate actions, aircraft control, and safe landing.”

3. Scenario Setup: Establish aircraft in stable cruise flight at specified altitude, heading, and airspeed. Confirm aircraft properly configured, systems normal, both engines operating normally. Identify nearest suitable landing area and formulate preliminary approach plan before instructor simulates failure.

4. Immediate Response to Engine Failure: When instructor announces “engine failure” and reduces throttle:

   • Lower collective immediately to maintain rotor RPM in green arc
   • Apply pedal to counteract yaw (toward operating engine)
   • Maintain aircraft control with cyclic—wings level, appropriate pitch attitude
   • Verify rotor RPM remains in limits—adjust collective as needed
   • Identify failed engine using instruments (torque split, TGT, N1/N2, oil pressure), yaw direction, and pedal position

5. Emergency Checklist Execution: Reference emergency checklist and execute memory items:

   • Confirm failed engine identification (never secure wrong engine)
   • Verify operating engine at maximum continuous power or emergency power as required
   • Complete fuel, ignition, throttle checks per RFM
   • Monitor operating engine parameters—torque, TGT, N1, N2, oil pressure/temperature
   • Confirm hydraulic system status (if dual systems installed)
   • Note any secondary failures or abnormal indications

6. Aeronautical Decision Making: Assess situation and make landing site decision:

   • Evaluate current position vs. suitable landing areas
   • Calculate single-engine performance capability vs. distance/terrain
   • Consider wind, weather, obstacles, emergency services
   • Proceed toward nearest suitable airport or landing area (ACS Risk Management)
   • Verbalize decision clearly: “Operating engine parameters normal, single-engine service ceiling is 4,000 feet MSL, we’re at 5,500 MSL, airport is 8 miles at heading 045, wind favors runway 36, I’m proceeding direct to the airport.”

7. Communication: Declare emergency and coordinate with ATC:

   • “Approach, Helicopter N123, engine failure, proceeding direct Airport XYZ, request priority handling and emergency equipment standing by.”
   • Provide souls on board, fuel remaining, nature of emergency
   • Acknowledge instructions and read back clearances
   • Inform ATC of intentions and any changes to plan

8. Approach Planning and Maneuvering: Maneuver toward selected landing area:

   • Maintain altitude ±100 feet prior to beginning final approach segment (ACS Risk Management)
   • Maintain airspeed ±10 knots from desired approach speed (ACS Risk Management)
   • Maintain heading ±5° while tracking toward landing area (ACS Risk Management)
   • Manage energy appropriately—avoid arrival too high or too low
   • Plan approach to suitable runway or landing area considering wind, obstacles, approach lighting

9. Configuration Management: Establish approach and landing configuration appropriate for runway/landing area and meteorological conditions (ACS Risk Management):

   • Landing gear down and locked (if retractable)
   • Lights configured (position, anti-collision, landing lights)
   • Adjust powerplant controls as required (ACS Risk Management): verify operating engine at appropriate power setting, monitor limitations
   • Confirm hydraulic systems functional
   • Reduce non-essential electrical loads if appropriate

10. Final Approach Execution: Maintain normal approach angle and recommended airspeed to point of transition to touchdown (ACS Skill):

• Establish approach path aligned with intended touchdown point
• Maintain approach angle (typically 8-12 degrees, may be steeper due to power limitation)
• Maintain recommended approach airspeed per RFM (usually higher than normal approach speed)
• Make smooth, coordinated corrections for wind drift and airspeed control
• Monitor operating engine parameters—ensure not exceeding limitations
• Use visual references to maintain approach path (VASI/PAPI if available, touchdown point stationary in windscreen)

11. Transition to Touchdown: Terminate approach in smooth transition to touchdown (ACS Skill):

• Begin flare at appropriate point with gradual aft cyclic
• Coordinate collective reduction with cyclic flare
• Maintain rotor RPM throughout flare and touchdown
• Apply pedal to maintain directional control through touchdown
• Accept higher touchdown speed if power insufficient for normal landing
• Touch down on centerline with minimal drift or side loads
• Apply cyclic/collective to maintain control during landing rollout

12. After-Landing Procedures: Complete after-landing checklist items in timely manner after clearing runway (ACS Skill):

• Clear runway expeditiously if power available to taxi
• If insufficient power, shut down on runway and coordinate with ATC/emergency services
• Complete after-landing checklist (or shutdown checklist if taxiing not possible)
• Secure failed engine per checklist (fuel off, throttle closed)
• Secure operating engine per normal or emergency shutdown procedures
• Apply rotor brake after rotor RPM decay
• Complete post-flight inspection noting any damage or additional failures

13. Communication and Documentation: After shutdown, notify appropriate parties and document emergency:

• Inform ATC of emergency terminated and runway/taxiway status
• Contact company operations if applicable
• Provide detailed write-up for maintenance: failure indications, engine parameters, timeline, actions taken
• Prepare logbook entry documenting emergency and outcome

14. Debrief Participation: Provide honest self-assessment: “I maintained rotor RPM immediately after failure, but I was slow to reduce collective initially—RPM decayed to bottom of green before I responded. My approach altitude discipline was good—stayed within 50 feet of target altitude. Touchdown was firm due to higher approach speed, but controlled.” Discuss what went well and what requires improvement.

15. Standards Self-Evaluation: Compare own performance to ATP ACS standards AT.VIII.B:

• Did I maintain altitude ±100 feet prior to final approach?
• Did I maintain airspeed ±10 knots prior to final approach?
• Did I maintain heading ±5° during maneuvering?
• Was my approach angle normal for the conditions?
• Did I maintain recommended airspeed on final?
• Was the transition to touchdown smooth?
• Did I complete checklists in a timely manner?

Completion Standards

The student demonstrates ATP-level competency in approach and landing with simulated powerplant failure in a multiengine helicopter per FAA-S-ACS-ATP Task AT.VIII.B when the student:

Knowledge Standards:

• Exhibits thorough knowledge of single-engine controllability factors including yaw tendency toward failed engine, roll effects, increased tail rotor workload on operating engine, reduced climb performance, and single-engine service ceiling limitations
• Demonstrates comprehensive understanding of applicable emergency procedures including memory items for engine failure, failed engine identification procedures, operating engine power settings and limitations, and aircraft-specific RFM/AFM emergency checklist items
• Explains maneuvering considerations with powerplant inoperative including reduced performance capability, higher approach speeds, steeper approach angles, limited go-around capability, and energy management requirements

Risk Management Standards:

• Immediately proceeds toward the nearest suitable airport or landing area based on single-engine performance capability, weather conditions, obstacle environment, emergency services availability, and professional judgment
• Maintains, prior to beginning the final approach segment, altitude ±100 feet from desired altitude, airspeed ±10 knots from desired airspeed, and heading ±5° from desired heading
• Accurately tracks courses, radials, and bearings to selected landing area using all available navigation equipment and visual references
• Establishes approach and landing configuration appropriate for runway or landing area (gear down, lights configured, systems checked) and meteorological conditions (wind, visibility, density altitude effects)
• Adjusts powerplant controls as required, maintaining operating engine within limitations (maximum continuous power or emergency power rating), monitoring torque, TGT, N1/N2, and other critical parameters throughout approach

Skill Standards:

• Maintains normal approach angle appropriate to single-engine conditions (typically 8-12 degrees or steeper if power-limited) and recommended airspeed per RFM (typically 10-20 knots faster than normal) to the point of transition to touchdown
• Makes smooth, coordinated flight control inputs to maintain approach path with no abrupt or erratic corrections
• Monitors operating engine parameters continuously, ensuring torque, temperature, and rotor RPM remain within limitations
• Maintains directional control throughout approach with appropriate pedal inputs, compensating for single-engine yaw tendency and wind effects
• Terminates the approach in a smooth transition to touchdown with gradual flare coordinated with collective reduction, maintaining rotor RPM in green arc, touching down on or near centerline with minimal drift and no abnormal side loads on landing gear
• Accepts higher touchdown speed if required by available power margin rather than attempting aggressive flare that could result in hard landing or loss of control
• Completes the after-landing checklist items in a timely manner after clearing the runway (or immediately after touchdown if taxiing not possible), securing failed engine per RFM procedures, completing normal or emergency shutdown as appropriate
• Demonstrates professional crew resource management or single-pilot resource management throughout the emergency, including ATC communication, emergency declaration, priority handling requests, and coordination with emergency services

Decision-Making Standards:

• Makes immediate, sound decision regarding landing site selection balancing proximity, suitability, performance capability, and safety considerations
• Maintains professional composure and methodical approach to emergency procedures without rushing or omitting critical items
• Continuously monitors operating engine status and adjusts plan if secondary failures or performance degradation occur
• Demonstrates ATP-level judgment appropriate to professional operations in turbine multiengine helicopters

Overall Performance: The student meets ATP standards when all knowledge, risk management, and skill elements are performed with the precision, consistency, and professional decision-making expected of an airline transport pilot, with no tolerance deviations exceeding ACS limits and no unsafe tendencies demonstrated throughout the emergency sequence from failure recognition through after-landing procedures.