Instrument Approach and Landing with an Inoperative Engine (Simulated) (Multiengine Helicopter Only)

Objective

The student will develop the knowledge, risk management practices, and skills necessary to safely execute an instrument approach and landing with one engine inoperative in a multiengine helicopter, in accordance with ACS standards IH.VIII.B. Upon completion, the student will demonstrate the ability to recognize simulated engine failure, maintain aircraft control within OEI limitations, properly configure the helicopter, execute an instrument approach to published minimums with altitude maintained within ±100 feet, airspeed within ±10 knots, heading within ±10°, and complete a safe landing while managing increased workload and applying appropriate emergency procedures.

Content

Introduction to OEI Instrument Approach Operations

Multiengine helicopter operations in IMC represent one of the most demanding scenarios in rotorcraft aviation. Unlike fixed-wing aircraft where OEI operations often provide substantial performance margins, multiengine helicopters typically operate with significantly reduced performance when operating on one engine. The combination of IMC, single-pilot workload, instrument scan degradation under stress, and reduced helicopter performance creates a high-risk environment requiring thorough preparation and disciplined execution.

Knowledge Item: IH.VIII.B.K1 — Instrument Approach Procedures with One Engine Inoperative

OEI Performance Characteristics

When operating with one engine inoperative in a multiengine helicopter, several critical performance parameters change dramatically:

• Power Available: The remaining engine must produce power for both normal flight requirements and compensate for the asymmetric drag and control inputs required. Most light multiengine helicopters lose 60-80% of their climb performance with OEI.

• Airspeed Requirements: OEI airspeeds are manufacturer-specific but typically higher than normal approach speeds. The helicopter must maintain sufficient airspeed to remain outside the OEI height-velocity diagram while still complying with approach segment requirements. Common OEI approach speeds range from 70-90 KIAS depending on helicopter type and weight.

• Rate of Descent Limitations: The available power on one engine may not support level flight at approach airspeeds, particularly at higher density altitudes or gross weights. Pilots must calculate whether the helicopter can maintain level flight at the final approach fix altitude, or if a continuous descent must be planned from the FAF.

• Go-Around Capability: This is the critical consideration. Many multiengine helicopters cannot execute a go-around from decision altitude when operating OEI at maximum gross weight or high density altitude. Operators must establish personal minimums that ensure go-around capability exists, often requiring ceiling and visibility well above published minimums.

Regulatory Framework

Per 14 CFR §27.67 and §29.67 (Category A helicopters), multiengine helicopters must demonstrate the ability to continue safe flight following engine failure. However, most light twins used for training are certificated under Category B, which does not require OEI climb capability at all weights and altitudes.

14 CFR §91.177 establishes IFR minimum altitudes, but pilots must reconcile these with OEI minimum safe altitudes. If OEI service ceiling is below MEA or MOCA, operations in that airspace become impractical.

Pilots operating under 14 CFR Part 135 must comply with §135.181 concerning OEI performance, which requires operators to demonstrate the helicopter can continue safe flight and landing following engine failure. Part 91 operations have more flexibility but pilots remain responsible for operating within the aircraft’s demonstrated capabilities per §91.13 (careless or reckless operation).

Approach Planning Considerations

When planning an instrument approach with anticipated or simulated OEI conditions:

1. Approach Selection: Precision approaches (ILS, LPV) provide vertical and lateral guidance that significantly reduces workload compared to non-precision approaches requiring continuous descent calculations. RNAV approaches with LNAV/VNAV provide similar benefits. Traditional VOR or NDB approaches with dive-and-drive technique substantially increase workload and altitude management challenges when OEI.

2. Minimum Descent Altitude (MDA) / Decision Altitude (DA) Evaluation: The pilot must determine if the helicopter can maintain level flight at MDA/DA with the remaining engine. If not, the approach becomes a “one-shot” event with no opportunity for additional circling or missed approach. This requires calculating power available versus power required at the specific weight, temperature, and altitude.

3. Missed Approach Feasibility: Calculate whether the helicopter can execute the published missed approach procedure OEI. If the missed approach climb gradient exceeds OEI climb capability, the approach should not be attempted unless VMC exists at minimums with a clear path to VFR landing.

4. Fuel Planning: OEI operations consume fuel at different rates than normal operations. The operating engine typically runs at higher power settings. Calculate endurance with adequate reserves for hold, approach, missed approach, and diversion to alternate.

Approach Execution Technique

The approach flow for OEI operations follows this sequence:

Prior to IAF:

• Complete approach briefing including OEI-specific considerations
• Verify helicopter configuration for OEI approach speed (typically clean configuration, landing gear extended if retractable)
• Ensure operating engine is within normal parameters with adequate margin from limits
• Brief decision points: If unable to maintain altitude by [altitude/fix], execute missed approach

IAF to FAF:

• Maintain published altitudes ±100 feet
• Stabilize at OEI approach speed (typically 10-20 knots faster than normal Vy)
• Verify power available is sufficient for level flight; if not, plan continuous descent angle
• Complete approach checklist with emphasis on engine monitoring

FAF to DA/MDA:

• Initiate descent to maintain desired vertical path
• Monitor vertical guidance (glideslope/glidepath) within ¾-scale deflection
• Monitor lateral guidance within ¾-scale deflection
• Maintain airspeed within ±10 knots of target
• Continuously assess whether a safe landing can be accomplished; if not, execute missed approach prior to DA/MDA
• Perform descent checks with emphasis on single-engine parameters

DA/MDA to Landing:

• At DA/MDA, if the required visual references are not in sight and landing cannot be accomplished safely OEI, immediately execute missed approach
• If visual references acquired and landing assured, transition to visual references while maintaining OEI airspeed until assured obstacle clearance
• Plan approach to landing area to avoid OEI height-velocity diagram
• Execute landing with recognition that OEI landing technique may differ from normal (typically shallower approach angle, running landing may be required)

Power Management and Engine Monitoring

Critical engine parameters require continuous monitoring:

• Torque/Power: The operating engine will operate at higher power settings. Ensure continuous operation remains below maximum continuous power limits (or time-limited if in takeoff power range)
• Temperature Margins: Engine temperatures (TGT/TOT/MGT) require special attention. Ambient temperature, altitude, and power setting combine to create temperature margins that may be minimal
• Rotor RPM: Slightly higher Nr may be desirable for OEI operations to maximize available power, but must remain within limitations
• Fuel Flow and Pressure: Verify adequate fuel flow to operating engine
• Oil Temperature and Pressure: Critical for sustained high-power operation

Configuration Management

The manufacturer’s approved configuration for OEI operations must be followed explicitly:

• Landing Gear: Extended if retractable (reduces drag in many designs, provides better autorotation capability)
• Engine Synchronization Systems: Disengage per manufacturer procedures
• Hydraulic Systems: Verify boost pressure available to reduce control forces
• Electrical Load: Minimize non-essential electrical loads to reduce engine load from generator
• Environmental Systems: Heating/cooling systems may need to be reduced or turned off to minimize engine bleed air requirements

Risk Management Items

IH.VIII.B.R1 — Potential Engine Failure During Approach and Landing

The statistical reality is that engine failures during approach and landing phases represent high-risk events due to proximity to terrain, reduced altitude margins, and high workload. Risk mitigation strategies include:

• Pre-Approach Planning: Conduct thorough approach briefing including OEI considerations, decision points, and missed approach capabilities
• Weather Minimums: Establish personal minimums above published minimums when OEI capability is limited. Many operators require ceiling of 500 feet and visibility 2 miles minimum when OEI go-around capability is marginal
• Weight Management: Operate at reduced gross weights when OEI performance is critical, particularly at high density altitudes
• Terrain Awareness: Study approach environment for forced landing areas along approach path in case second engine fails
• Stabilized Approach Discipline: If approach is not stabilized by 500 feet AGL (or higher when OEI), execute missed approach immediately

IH.VIII.B.R2 — Aircraft/Powerplant Limitations

Operating at or near OEI limitations requires intimate knowledge of helicopter and engine limits:

• Torque/Power Limits: Maximum continuous power versus time-limited power ratings must be clearly understood. Many pilots inadvertently exceed time-limited power during training scenarios
• Temperature Limits: Turbine temperature limits (TGT, TOT, MGT) are critical. High-power OEI operations, particularly at high density altitude, may result in temperature limiting before torque limiting
• Transmission Limits: Some helicopters are transmission-limited rather than engine-limited. The remaining engine may be capable of producing more power than the transmission can handle
• Time Limitations: If operating in time-limited power range (typically 2.5, 5, or 10-minute limits), carefully monitor elapsed time and plan to reduce power before limit is exceeded
• OEI Altitude Limits: Every helicopter has an OEI service ceiling. Operations above this altitude are impossible with one engine inoperative
• Height-Velocity Diagram: The OEI H-V diagram is more restrictive than normal operations. Understand the avoid areas and plan approach profile to remain outside these areas

IH.VIII.B.R3 — Distractions, Task Prioritization, Loss of Situational Awareness, or Disorientation

The combination of engine failure, IMC, and approach procedures creates an extremely high workload environment:

• Task Prioritization (Aviate-Navigate-Communicate): The immediate response to engine failure must be to establish aircraft control and configure for OEI flight FIRST, then navigate and communicate. Students commonly become task-saturated and fixate on checklists while allowing aircraft control to deteriorate
• Instrument Scan Degradation: Under stress, instrument scan patterns deteriorate. Pilots often fixate on single instruments (commonly power instruments) while ignoring flight instruments
• Channelized Attention: The operating engine status can become an attention trap. Establish a disciplined scan pattern: flight instruments first, then power/engine instruments, then navigation instruments
• Spatial Disorientation Risk: The unusual control inputs, asymmetric power, and physiological stress of engine failure increase susceptibility to spatial disorientation. Trust instruments completely and avoid looking outside in IMC
• Decision Point Discipline: Pre-brief specific decision points (altitude, time, position) and honor them. Pilots experiencing task saturation commonly continue unstable approaches hoping conditions will improve

IH.VIII.B.R4 — Collision Hazards

During OEI approach operations, collision hazards increase due to:

• Traffic Pattern Conflicts: OEI approach speeds are often higher than normal, potentially creating overtake situations with slower aircraft
• ATC Communication Requirements: Declaring emergency or urgency (even in training) triggers ATC priority handling, which may conflict with other traffic
• Restricted Maneuverability: Limited climb performance and turn performance restrict avoidance options
• Visual Acquisition Timing: Transition from instruments to visual during OEI approach occurs later and more abruptly, reducing time to acquire conflicting traffic
• Mitigation: Communicate intentions clearly to ATC, utilize traffic information systems when available, conduct thorough clearing procedures before transitioning visual, brief TCAS/TAS/ADS-B traffic information if available

IH.VIII.B.R5 — Configuring the Helicopter

Improper configuration during OEI operations can result in loss of control or exceeding limitations:

• Trim Settings: Improperly set trim can require excessive control forces that cannot be sustained during long approach sequences
• Gear and Flap Position: Retractable gear helicopters must extend gear per manufacturer procedures. Verify gear down and locked indications
• Governor/FADEC Settings: Engine control systems must be properly configured for OEI operations per manufacturer procedures
• Synchronization System: Improperly disengaged synchronization systems can cause engine control problems
• Configuration Too Early: Configuring for landing (reduced airspeed, partial flaps if applicable) too early in OEI approach reduces safety margins. Maintain OEI approach speed until landing is assured
• Configuration Too Late: Delaying configuration until very late in approach creates high workload precisely when workload should be decreasing

IH.VIII.B.R6 — Performing a Go-Around/Rejected Landing with an Engine Failure

The go-around with OEI is the highest-risk phase of this maneuver:

• Performance Uncertainty: Many pilots initiate go-arounds without confirming the helicopter can actually climb OEI at current weight and density altitude
• Control Technique: Go-around control inputs with OEI differ significantly from normal operations. Excessive collective application can result in rotor RPM decay or exceeding engine limits
• Obstacle Clearance: Published missed approach obstacle clearance is based on specific climb gradients. If OEI climb capability is less than required gradient, obstacle clearance is not assured
• Workload Spike: Go-around workload is extremely high: power application, pitch attitude change, configuration change, navigation course changes, and communication all occur simultaneously
• Mitigation Strategies:
  • Calculate go-around performance before beginning approach
  • Establish personal “point of no return” beyond which landing will be accomplished even if visual references are marginal
  • Initiate missed approach early if approach becomes unstable
  • Brief missed approach procedure thoroughly including OEI-specific considerations
  • Consider requesting modified missed approach procedure from ATC if published procedure is not achievable OEI

Procedures and Techniques

Pre-Maneuver Planning

Before conducting OEI approach training, complete thorough planning:

1. Calculate helicopter performance at current weight and density altitude for OEI operations
2. Verify OEI service ceiling is above approach altitudes
3. Confirm go-around capability exists at anticipated decision altitude
4. Review manufacturer’s emergency procedures for engine failure
5. Brief approach including altitudes, courses, speeds, decision points, and emergency considerations
6. Establish simulated engine failure point (typically prior to IAF during training)

Engine Failure Recognition and Immediate Actions

When engine failure occurs (simulated during training):

1. Recognition: Yaw, power loss indication, engine instruments (RPM, torque, temperature), master caution/warning systems
2. Immediate Control Inputs: Maintain aircraft control with pedal input to counter yaw, collective adjustment to maintain rotor RPM, cyclic to maintain attitude and airspeed
3. Verification: Confirm which engine has failed through instrument indications
4. Initial Configuration: Establish OEI airspeed, verify gear extended, stabilize helicopter

Memory Items and Checklist Execution

The manufacturer’s emergency checklist for engine failure must be committed to memory for immediate action items, followed by deliberate checklist completion:

Typical memory items (verify manufacturer’s specific procedures):

• Collective: Adjust to maintain rotor RPM
• Throttle (failed engine): Close/Off per manufacturer
• Pedals: Trim for coordinated flight
• Fuel Boost: Check ON
• Engine Instruments: Monitor operating engine

Deliberate checklist items include detailed system configurations, ATC communication, and landing preparation.

Instrument Approach Execution Technique

Course Interception and Tracking:

• Intercept approach course prior to FAF
• OEI operations typically require earlier course planning due to reduced turn performance
• Maintain lateral course guidance within ¾-scale deflection
• Use shallow bank angles (typically 15° maximum) to minimize power requirements

Descent Planning:

• Calculate required rate of descent from FAF to DA/MDA
• For 3° glideslope/glidepath: ROD = (Groundspeed ÷ 2) × 10
• For non-precision approaches: ROD = (Altitude to lose ÷ Time available) + margin
• OEI operations may require earlier descent initiation due to power limitations

Approach Segment Discipline:

• Maintain altitude within ±100 feet on intermediate and initial segments
• Stabilize airspeed within ±10 knots of target OEI approach speed
• Maintain heading within ±10° on non-precision approaches
• Monitor glideslope/glidepath within ¾-scale deflection on precision approaches

Power Management:

• Monitor operating engine torque/power to ensure margins from limits exist
• Anticipate power requirements for descent and level-off
• Maintain rotor RPM within green arc (typically higher end of green arc for OEI)
• Verify engine temperatures remain within limits with margin for transient increases

Landing Execution:

• At DA/MDA, immediately execute missed approach if visual references insufficient or landing cannot be accomplished safely
• If proceeding to land, maintain OEI airspeed until clear of obstacles
• Transition to normal approach speed only when landing assured and outside H-V avoid areas
• Plan landing to accommodate reduced OEI maneuvering capability
• Running landing may be preferred to minimize time in height-velocity avoid areas

Regulatory References

• 14 CFR Part 27, Subpart B: Flight (performance requirements for normal category rotorcraft)
• 14 CFR Part 29, Subpart B: Flight (performance requirements for transport category rotorcraft)
• 14 CFR §91.13: Careless or reckless operation
• 14 CFR §91.119: Minimum safe altitudes
• 14 CFR §91.177: IFR minimum altitudes
• 14 CFR §135.181: Performance requirements (Part 135 operations)
• FAA-H-8083-15B (Instrument Flying Handbook), Chapter 10: Helicopter Instrument Flight
• FAA-H-8083-21B (Rotorcraft Flying Handbook), Chapter 13: Helicopter Emergencies
• Helicopter-specific RFM/AFM: Performance section, Emergency Procedures section
• Applicable Instrument Approach Procedure Chart

Schedule

Note: Flight time will typically be 1.5-2.0 hours depending on approach complexity and student performance. Ground time is approximately 1.5-1.8 hours. Schedule allows buffer for extended explanations or additional practice iterations as needed.

Equipment

Required References and Documents:

• FAA-S-ACS-14: Instrument Rating – Helicopter Airman Certification Standards (current edition)
• FAA-H-8083-15B: Instrument Flying Handbook
• FAA-H-8083-21B: Rotorcraft Flying Handbook
• FAA-H-8083-9: Aviation Instructor’s Handbook (CFI reference)
• 14 CFR Parts 27, 29, 91, 135 (current edition)
• Helicopter-specific Rotorcraft Flight Manual (RFM) or Approved Flight Manual (AFM) including performance charts and emergency procedures
• Current instrument approach procedure charts for training area airports
• Current en route low-altitude chart for training area
• AIM: Aeronautical Information Manual (current edition)

Training Helicopter:

• Multiengine helicopter certificated for IFR operations (e.g., Airbus H135, H145, Bell 429, Leonardo AW119Kx, etc.)
• Helicopter must have functioning:
  • Full IFR instrument panel with redundant systems
  • Dual flight controls
  • Two independent engine instrument displays
  • Functioning navigation systems (GPS/VOR/ILS as required for planned approaches)
  • Functioning communication radios
  • Attitude indicator with standby/backup
  • Functioning governor/FADEC system
  • Operating autopilot (if installed and normally available)
  • Current weight and balance documentation
  • Current and accessible RFM/AFM

Training Aids and Materials:

• View-limiting device (hood) for simulated IMC
• Multiengine helicopter OEI performance charts (large format for classroom)
• Height-velocity diagram specific to training helicopter (enlarged)
• Whiteboard or flip chart for performance calculations
• OEI approach planning worksheet
• Instrument approach procedure chart (enlarged or projected)
• Training folder containing:
  • Lesson plan outline
  • ACS standards reference sheet
  • Emergency procedures quick reference
  • Student performance evaluation form
  • Flight training record

Visual Aids and Demonstration Materials:

• Sample performance calculations worksheet
• Approach briefing checklist/template
• Diagram showing approach profile with OEI considerations
• Video or animation of OEI approach (if available and appropriate)
• Sample emergency checklist for engine failure
• Diagram illustrating OEI control inputs and helicopter configuration
• Engine instrumentation photograph or diagram showing failed vs. operating engine indications

Safety Equipment:

• Current sectional chart for training area
• Backup navigation capability (tablet with GPS, backup GPS unit)
• Flashlight with red lens
• Fire extinguisher (installed in helicopter)
• First aid kit (installed in helicopter)
• Current NOTAM and weather information

Optional But Recommended:

• Flight simulation device or FTD for initial OEI approach practice
• GoPro or recording device for flight debrief (if allowed and appropriate)
• Backup view-limiting device
• Kneeboard with approach plates and emergency procedures

Instructor Actions

1. Conduct thorough preflight briefing covering lesson objectives and ACS standards IH.VIII.B. Begin by stating: “Today we will practice one of the most demanding scenarios in multiengine helicopter operations: executing an instrument approach and landing with one engine inoperative. This maneuver combines engine failure recognition, emergency procedures, aircraft control under OEI conditions, instrument approach precision, and decision-making under high workload. Our objective is to meet every standard in ACS task IH.VIII.B while maintaining safety margins at all times.”

2. Review multiengine helicopter OEI performance theory using whiteboard and performance charts. Explain: “When one engine fails, you don’t lose 50% of your performance—you typically lose 60-80% of your climb capability. The remaining engine must produce power for flight plus overcome asymmetric drag and control inputs required to maintain coordinated flight. Let’s look at your specific helicopter’s OEI performance.” Walk through the performance chart step-by-step showing how weight, density altitude, and temperature affect OEI capability.

3. Demonstrate OEI performance calculations using current conditions. State: “We need to calculate three critical numbers before we fly: OEI service ceiling, OEI climb rate at approach altitude, and power available at approach altitude. Current conditions are [provide weight, temperature, pressure altitude]. Let’s work through this together.” Guide the student through each calculation, verifying accuracy, and discussing implications for the planned approach.

4. Lead detailed approach planning session focusing on OEI-specific considerations. Explain: “Approach planning with OEI conditions requires additional considerations beyond normal approach planning. We need to answer these questions: Can we maintain level flight at the FAF altitude? Can we execute a go-around from DA/MDA? What is our point of no return? What is our emergency landing plan if the second engine fails?” Work through each question systematically with the student.

5. Review and demonstrate emergency checklist procedures for engine failure. State: “You must know the memory items cold because you won’t have time to read them when an engine fails on approach. The sequence is: maintain control, identify the failed engine, configure the helicopter, complete the checklist. Let’s practice the immediate action items right now.” Have student practice verbalizing memory items until fluent, then review the complete checklist items.

6. Discuss risk management items from ACS in detail. Explain: “This maneuver has six specific risk management items we must address. Let’s talk about each one and how we’ll mitigate these risks during today’s flight.” Cover each risk management item (IH.VIII.B.R1 through R6) with specific examples and mitigation strategies. Ask probing questions: “What will you do if you cannot maintain altitude at the FAF? At what point will you abandon the approach? How will you prioritize tasks if you become task saturated?”

7. Conduct complete approach briefing including OEI-specific decision points. State: “A thorough approach briefing is critical for success. Use this format: approach type, frequencies, course, altitude, airspeed, timing, missed approach procedure. Then add OEI-specific items: OEI approach speed, power margins, go-around capability, decision points, emergency landing areas.” Demonstrate a complete approach briefing, then have student practice.

8. Supervise thorough preflight inspection with emphasis on engine and flight control systems. Accompany student during preflight, pointing out: “With OEI operations, engine condition is critical. Check oil quantities carefully—we need both engines properly serviced. Verify nothing loose or damaged in engine compartments. Flight controls must be smooth and properly adjusted because you’ll be using significant pedal input during OEI flight.”

9. During flight to practice area, establish baseline for normal engine operation parameters. State: “Before we simulate engine failure, let’s establish what normal looks like. Note the torque, temperature, fuel flow, and oil pressure on both engines in level cruise. This gives you a reference point. During OEI operations, the operating engine will show higher values, typically [provide typical values for the helicopter type].”

10. Introduce simulated engine failure at safe altitude, using standard technique for engine simulation. Brief: “I will simulate engine failure by announcing ‘simulating left engine failure’ and reducing the left throttle to idle. Your job is to immediately recognize the failure through the yaw and power loss, maintain aircraft control, identify which engine failed, and establish OEI configuration. Ready? [Brief pause] Simulating left engine failure.” Observe student response carefully, prepared to assist immediately if control is lost.

11. Coach student through immediate recognition and control response. As student responds, provide guidance: “Pedal to stop the yaw—maintain heading. Collective to hold altitude and maintain rotor RPM. That’s it, now verify which engine failed—look at torque, temperature, and RPM. Identify it? Good, now reduce the failed engine’s throttle fully off per checklist. You’re doing well, maintain your scan on flight instruments.”

12. Guide student through emergency checklist completion. State: “Helicopter is under control, you’ve identified and secured the failed engine. Now let’s complete the full checklist. I’ll read, you perform and respond. Remember to maintain aircraft control throughout—aviate, navigate, communicate—checklist comes after control is assured.” Verify each checklist item is properly accomplished, ensuring student maintains aircraft control throughout.

13. Monitor and coach proper OEI configuration establishment. Observe and direct: “Establish OEI approach speed now—that’s [X knots] for this helicopter. Verify landing gear extended. Check operating engine parameters—torque is [value], temperature is [value]—both normal? Good. Trim the helicopter to reduce pedal forces. Set yourself up for success—proper configuration now makes the approach manageable later.”

14. Coordinate with ATC (or simulate ATC) for approach clearance. State: “For training purposes, we’ll use standard phraseology requesting the approach. In a real emergency, you would declare minimum fuel or emergency as appropriate to receive priority handling. For today, request the approach normally but inform them we’re conducting training. Go ahead and make the call.” Provide feedback on radio technique and clarity.

15. Guide setup for instrument approach with OEI configuration. Direct: “We’re being vectored to the final approach course. Complete your approach setup: final heading [value], final altitude [value], minimums [value], missed approach procedure [brief it]. Set your power now to maintain OEI approach speed in level flight—how much torque are you carrying? About [X]%? That’s good, you have about [Y]% margin to maximum continuous.”

16. Monitor student performance during initial approach segment, providing coaching as needed. Observe scan pattern and call out: “Scan: attitude, heading, altitude, airspeed, course. Good. Operating engine parameters normal? Check torque—you’re at [value]. Temperature OK? Good. You’re 50 feet high—small correction with collective, don’t chase it. That’s better. Course needle is ¾-scale—bring it in. Small corrections—the helicopter responds slower OEI.”

17. Coach descent management from FAF. State: “FAF now, start your descent. Target rate of descent is [value] feet per minute for this approach speed and wind. Check your power—as you lower collective, ensure you maintain OEI airspeed and rotor RPM. Don’t let rotor RPM decay. Good, descent established. Continue your scan: flight instruments, power instruments, navigation instruments.”

18. Provide continuous feedback on adherence to ACS standards during approach. Call out deviations promptly: “Airspeed is fast, 15 knots high—reduce slightly. That’s better, within limits now. Altitude is good. Course is right of center—small correction. Temperature is rising on the operating engine—note that, still within limits. Glideslope is coming alive—prepare to adjust descent rate.”

19. Emphasize vertical and lateral guidance tracking on final approach segment. State: “Final approach segment now—your focus is keeping glideslope and localizer within ¾-scale deflection. Look: glideslope is centered, localizer slightly left—minor correction needed. Scan: glideslope, localizer, altitude, airspeed, attitude. The vertical and lateral guidance is your primary reference now. Don’t let either exceed ¾-scale.”

20. Monitor decision altitude/minimum descent altitude approach and coach decision-making. State clearly: “Approaching minimums—200 feet to go. Continue your scan, maintain centerline. 100 feet to minimums. Decision altitude in 50 feet—prepare to look up or execute missed approach. Minimums.” Pause. “Do you have the required visual references to continue safely to landing?” Based on student response (and training scenario), direct: “Visual references adequate, continue to land” or “Visual references insufficient, execute missed approach now.”

21. Demonstrate or coach OEI go-around if missed approach is executed. If going missed: “Missed approach—apply power smoothly, maximum continuous power. Pitch up to climb attitude—small pitch inputs, don’t over-control. Maintain rotor RPM—watch it carefully. Pedal to maintain coordination—more pedal input required now. Navigation: turn to [heading], climb to [altitude]. You’re climbing—verify positive rate. Good, maintain OEI climb speed [value] knots. Complete missed approach checklist.”

22. Supervise landing execution with OEI configuration. If landing: “Continue descent, maintain OEI approach speed until clear of obstacles. How’s your power margin? Still have 15% to maximum continuous—good. Clear of obstacles now, you can slow to normal approach speed. Remember, landing technique may need modification—plan for a running landing or ensure you stay out of the height-velocity avoid areas. Plan your approach path now.”

23. During approach, continuously assess and coach single-pilot resource management. Observe workload management and comment: “You’re handling the workload well, but I notice you’re spending a lot of time looking at engine instruments. Quick glance to verify they’re in the green, then back to flight instruments. Prioritize: fly the aircraft first, navigate second, manage the engine third. If the approach becomes unstable, what’s your decision? That’s right, go missed—don’t try to save a bad approach.”

24. Conduct thorough debriefing after each approach iteration. State: “Let’s debrief that approach against the ACS standards. Altitude control: you maintained within ±100 feet except for one 120-foot deviation at the FAF—let’s discuss why that happened. Airspeed: mostly within ±10 knots, good job. Heading: within ±10° throughout. Vertical guidance: you had one moment at ¾-scale deflection—that’s at the limit but acceptable. Lateral guidance: stayed within ½-scale, excellent. Engine management: good monitoring, stayed within limits. Overall, what would you do differently next time?”

25. Provide specific feedback tied to ACS skill standards. Reference the ACS explicitly: “Let’s look at the skills from IH.VIII.B. Skill S1: you promptly recognized the engine failure and maintained positive control—well done. S2: you configured the helicopter properly and maintained OEI airspeed. S3: checklist was completed accurately but took longer than ideal—let’s work on efficiency. S4: you stayed within OEI operating limitations throughout. S5: engine monitoring was good with one lapse at the FAF when you fixated on the approach plate. S6: ATC clearance was followed correctly. S7: altitude, airspeed, and heading were within standards except for that one altitude deviation. S8: descent rate was appropriate and you arrived at DA stabilized. S9: guidance tracking was good. S10 or S11: landing was accomplished successfully and checklist completed. S12: SRM was good but you task-saturated briefly—let’s discuss strategies to manage that.”

26. Adjust instruction based on student performance and learning pace. If student is struggling: “I can see this is a high workload situation for you. Let’s break it down. First, we’ll focus just on maintaining aircraft control during OEI flight. Once that’s solid, we’ll add the instrument approach components. There’s no time limit—we’ll practice until you’re comfortable and meeting standards.” If student is performing well: “You’re doing excellent work. Let’s add complexity: I’ll introduce the engine failure at a less predictable point, or we’ll deal with an ATC change during the approach, or we’ll combine this with partial panel. Ready?”

27. Emphasize common errors and how to avoid them. Discuss: “The most common errors on this maneuver are: fixating on the failed engine instead of maintaining aircraft control, allowing airspeed to decay below OEI minimum, failing to maintain vertical/lateral guidance during high workload, and continuing an unstable approach rather than going missed. You did well avoiding most of these. The one I saw was [specific error]—here’s how to correct that.”

28. Provide encouragement while maintaining professional standards. State: “This is genuinely one of the hardest maneuvers you’ll do in helicopter IFR training. You’re combining emergency procedures with instrument approaches with degraded performance—that’s a lot to manage. You’re doing well. The standard is high for a reason: if you can do this, you can handle most anything the helicopter will throw at you. Keep working on [specific areas], and you’ll have this mastered.”

29. Review and assess risk management understanding. Ask probing questions: “Let’s review the six risk management items. If you’re on approach OEI and the second engine starts showing rising temperature, what would you do? That’s right, abort the approach immediately—you’ve already committed this to memory. If you’re at DA and visual references are marginal but you think you might be able to land, what’s your decision? Good answer—go missed. The personal minimums we briefed exist for a reason. Never compromise them.”

30. Conduct final performance evaluation against ACS completion standards. State clearly: “Your performance today against ACS standards IH.VIII.B: [provide specific assessment of each standard]. Areas of strength: [list specific items]. Areas needing improvement: [list specific items]. Overall performance: [satisfactory/unsatisfactory] for instrument practical test standards. Next steps: [practice recommendations]. Questions about any of the standards or your performance?”

Student Actions

Preflight Ground Session:

• Review ACS standards IH.VIII.B and lesson objectives, asking questions about any unclear items
• Study and discuss multiengine helicopter OEI performance theory, taking notes on key concepts
• Participate actively in OEI performance calculations, working through calculations under instructor guidance, verifying answers
• Complete approach planning worksheet including all OEI-specific considerations
• Practice emergency checklist memory items until fluent, demonstrating ability to recite from memory
• Participate in risk management discussion, identifying specific risks and proposing mitigation strategies
• Conduct practice approach briefing including all required elements plus OEI-specific items
• Ask questions about any aspect of the planned training flight

Preflight Inspection:

• Perform thorough preflight inspection using checklist, with particular attention to:
  • Engine conditions, oil quantities, fuel quantities
  • Flight control system condition and range of motion
  • Instrument systems and avionics
  • Landing gear condition and operation (if retractable)
• Verify RFM/AFM emergency procedures section is accessible in cockpit
• Complete weight and balance calculations, verifying helicopter is within limits
• Brief instructor on any discrepancies or questions arising from preflight

Flight to Practice Area:

• Perform normal takeoff and departure procedures
• Establish cruise flight to practice area following assigned route
• Monitor both engines’ parameters in normal operations, noting normal indications
• Establish simulated IMC using view-limiting device
• Acknowledge and follow all ATC instructions (actual or simulated)
• Complete cruise checklist

OEI Recognition and Initial Control Practice:

• Immediately recognize simulated engine failure through yaw, power loss, and instrument indications
• Apply prompt and correct control inputs: pedal to stop yaw, collective to maintain rotor RPM, cyclic to maintain attitude
• Identify the failed engine through instrument indications (torque, temperature, RPM)
• Verbally call out: “Left/right engine failure, [engine] engine failed”
• Establish helicopter control and stabilize on instruments: altitude ±100 feet, heading ±10°, airspeed at or above OEI minimum
• Reduce failed engine throttle per emergency procedures
• Complete emergency checklist memory items, verbalizing each action
• Establish OEI configuration: verify landing gear extended, set OEI approach speed, trim for reduced control forces
• Monitor operating engine closely: torque, temperature, RPM, fuel flow, oil pressure—verify all within normal limits with adequate margins
• Complete full emergency checklist in deliberate manner while maintaining aircraft control
• Demonstrate proficiency over multiple practice iterations

OEI Approach Setup:

• Contact ATC (or simulated ATC) and request instrument approach clearance using proper phraseology
• Copy approach clearance accurately, reading back all items
• Conduct complete approach briefing including OEI-specific considerations:
  • Approach type, frequencies, courses, altitudes
  • OEI approach speed, power settings, engine limitations
  • Decision points: if unable to maintain altitude by [point], go missed
  • Missed approach procedure with OEI climb capability
  • Emergency landing areas along approach path
• Set up navigation equipment: tune frequencies, load approach in GPS, set course, identify localizer/glideslope if applicable
• Complete approach checklist
• Configure helicopter: OEI approach speed established, landing gear verified down, trim set, power margins verified

Instrument Approach Execution:

• Intercept approach course prior to FAF using appropriate navigation techniques
• Maintain altitude within ±100 feet on intermediate segment
• Maintain heading within ±10° when flying headings on non-precision approach
• Maintain airspeed within ±10 knots of target OEI approach speed
• Monitor and maintain lateral guidance within ¾-scale deflection throughout approach
• Complete descent checklist prior to FAF
• At FAF, initiate descent at appropriate rate to arrive at DA/MDA in position to land
• Maintain vertical guidance (glideslope/glidepath) within ¾-scale deflection on precision/APV approaches
• Maintain continuous instrument scan: attitude, heading, altitude, airspeed, vertical guidance, lateral guidance, then engine instruments
• Monitor operating engine continuously: verify torque within limits, temperature within limits, RPM stable
• Call out approach checkpoints: “FAF, starting descent timer,” “1,000 to go,” “500 to go,” “100 to minimums”
• At DA/MDA, make immediate decision: “Visual references adequate, landing” or “Visual references inadequate, going missed”

Landing Execution (if visual references acquired):

• Transition from instruments to visual references while maintaining aircraft control and OEI airspeed
• Continue descent toward landing area maintaining obstacle clearance
• Reduce to normal approach speed only when landing is assured and outside height-velocity avoid areas
• Plan and execute landing appropriate for OEI conditions (may require running landing or modified approach path)
• Complete landing checklist
• After landing, complete after-landing checklist and secure helicopter

Missed Approach Execution (if required):

• At or before DA/MDA, if visual references are not adequate, immediately announce: “Going missed”
• Apply power smoothly to maximum continuous power, monitoring torque and temperature closely
• Establish pitch attitude for OEI climb, maintaining rotor RPM within green arc
• Apply increased pedal input as required to maintain coordination
• Retract landing gear if applicable and per manufacturer procedures
• Establish OEI climb speed (typically 10-20 knots higher than normal best rate of climb)
• Follow published missed approach procedure: headings, altitudes, navigation courses
• Monitor climb performance: if climb rate is inadequate, inform ATC and request lower altitude or vectors to VMC conditions
• Complete missed approach checklist
• Communicate with ATC regarding intentions: resequence for another approach, divert to alternate, or return for landing

Single-Pilot Resource Management Throughout:

• Maintain disciplined task prioritization: aviate first, navigate second, communicate third, manage systems fourth
• Maintain instrument scan even during high workload phases
• Cross-check primary instruments against supporting instruments
• Avoid fixation on any single instrument or task
• Use verbal callouts to maintain situational awareness
• Monitor decision points and honor pre-briefed go/no-go decisions
• Manage distractions by compartmentalizing non-essential tasks
• Utilize automation appropriately (autopilot if available and appropriate, GPS automation, flight director)
• Maintain awareness of position relative to terrain, obstacles, and airport
• Communicate clearly and concisely with ATC
• Request assistance from ATC if workload becomes excessive

Postflight Debrief:

• Participate actively in debrief session, providing self-assessment of performance
• Identify specific areas where performance met ACS standards
• Identify specific areas where performance did not meet ACS standards
• Discuss causal factors for any deviations or unsatisfactory performance
• Ask questions about any aspect of the flight where understanding is incomplete
• Take notes on instructor feedback and recommendations
• Develop plan for improvement in identified weak areas
• Complete logbook entries with instructor endorsement
• Complete training records and student performance documentation

Completion Standards

The student demonstrates satisfactory performance of instrument approach and landing with one engine inoperative in a multiengine helicopter in accordance with ACS standards IH.VIII.B when the student meets all of the following completion standards:

Knowledge (IH.VIII.B.K1):

• Explains instrument approach procedures with one engine inoperative, including performance considerations, configuration requirements, approach planning differences from normal operations, and limitations specific to the helicopter being flown
• Describes how OEI conditions affect approach airspeeds, descent rates, go-around capability, and approach decision-making
• Identifies regulatory requirements applicable to OEI operations (14 CFR §27.67, §29.67, §91.177, §135.181 as applicable)

Risk Management (IH.VIII.B.R1-R6):

• Identifies and discusses the risk of engine failure during approach and landing, demonstrating understanding of approach planning, personal minimums, and decision-making strategies that mitigate this risk
• Explains aircraft and powerplant limitations relevant to OEI operations, including maximum continuous power, temperature limits, time-limited power settings, transmission limits, and OEI service ceiling, and consistently operates within these limitations
• Recognizes potential for distractions, task prioritization errors, loss of situational awareness, and spatial disorientation during OEI approach operations, and demonstrates effective task management and disciplined instrument scan
• Maintains awareness of collision hazards during OEI approach including traffic conflicts, restricted maneuverability, and communication requirements
• Properly configures the helicopter for OEI operations in accordance with manufacturer procedures including landing gear position, trim settings, engine controls, and systems management
• Understands risks and limitations of performing go-around/rejected landing with OEI, demonstrates calculation of go-around performance, and establishes appropriate decision points prior to beginning approach

Skills (IH.VIII.B.S1-S12):

• S1: Promptly recognizes simulated engine failure (within 3 seconds of onset) through yaw, power indications, and instrument indicators, and maintains positive helicopter control throughout the event with no loss of control
• S2: Uses correct flight control inputs immediately upon engine failure to counter yaw and maintain rotor RPM, and configures helicopter appropriately for OEI flight using manufacturer-recommended airspeeds, gear configuration, and trim settings to maintain best performance
• S3: Completes manufacturer’s recommended emergency procedures from memory for immediate action items, and completes full emergency checklist in deliberate manner while maintaining aircraft control, with all items accomplished correctly
• S4: Maintains control of helicopter within all OEI operating limitations including torque/power limits, temperature limits, rotor RPM limits, and airspeed limits throughout the approach and landing, with no exceedances
• S5: Monitors operating engine throughout approach with systematic scan pattern including torque, temperature, RPM, fuel flow, and oil pressure, identifies any trends toward limits, and makes appropriate power adjustments as necessary to remain within limits with adequate margins
• S6: Requests and receives ATC clearance for instrument approach (actual or simulated), reads back clearance correctly, and follows all clearance items including altitudes, courses, frequencies, and approach assignment without deviation
• S7: Maintains altitude within ±100 feet of assigned altitudes on intermediate and initial approach segments, maintains airspeed within ±10 knots of target OEI approach speed, and maintains assigned or selected headings within ±10° throughout the approach
• S8: Establishes appropriate rate of descent from FAF that ensures arrival at MDA or DA/DH with helicopter stabilized and in position from which a safe landing can be accomplished, with proper descent planning and execution that avoids excessively high or low descent rates
• S9: On final approach segment, maintains vertical guidance (glideslope/glidepath) within ¾-scale deflection and maintains lateral guidance (localizer/course) within ¾-scale deflection throughout the segment from FAF to DA/MDA
• S10: Executes safe landing following OEI approach with proper technique for OEI conditions, avoiding height-velocity diagram avoid areas, and completing landing without damage to helicopter or loss of control
• S11: Completes appropriate checklists throughout the maneuver including emergency checklist for engine failure, approach checklist, descent checklist, and landing checklist (or missed approach checklist as applicable) with all items properly accomplished
• S12: Demonstrates effective single-pilot resource management throughout the maneuver including proper task prioritization (aviate-navigate-communicate-manage systems), maintenance of situational awareness, appropriate use of automation, clear and concise ATC communication, and proper decision-making at critical points including the decision to continue or execute missed approach at DA/MDA

Overall Performance:

• Completes at least two approaches with simulated OEI to ACS standards, one of which proceeds to landing and one of which includes missed approach procedure
• Demonstrates consistent performance meeting all standards above on consecutive approaches
• Shows adequate knowledge of emergency procedures, approach procedures, aircraft limitations, and risk management considerations
• Demonstrates ability to safely conduct OEI instrument approach operations with decision-making and skill appropriate for instrument rating privileges
• Performs all maneuvers without instructor intervention required to maintain safety

Unsatisfactory Performance Indicators (any of these constitutes unsatisfactory performance):

• Loss of aircraft control at any point during simulated engine failure or approach
• Exceeding OEI operating limitations including torque, temperature, or RPM limits
• Failure to recognize simulated engine failure within reasonable time (>5 seconds)
• Failure to complete emergency checklist or omission of critical checklist items
• Altitude deviations exceeding ±100 feet on intermediate/initial segments or ±100 feet from glideslope altitude on final approach
• Airspeed deviations exceeding ±10 knots from target OEI approach speed, or allowing airspeed to decay below OEI minimum safe airspeed
• Heading deviations exceeding ±10° from assigned headings
• Lateral guidance exceeding ¾-scale deflection on final approach segment
• Vertical guidance exceeding ¾-scale deflection on final approach segment (precision/APV approaches)
• Descent below DA/MDA without required visual references to continue safely to landing
• Continuation of unstable approach beyond decision point rather than executing missed approach
• Failure to maintain situational awareness or spatial disorientation requiring instructor intervention
• Inability to manage workload or task prioritize effectively, resulting in omission of critical tasks
• Unsafe landing technique or landing that enters height-velocity diagram avoid areas without justification

The student must demonstrate mastery of this task consistently over multiple approaches before being endorsed as ready for practical test on ACS task IH.VIII.B. The complexity and risk associated with OEI instrument operations require thorough preparation and demonstrated proficiency before solo practice or practical test evaluation.