If the airplane is above its single-engine absolute ceiling at the time of engine failure, it slowly loses altitude. The pilot should maintain VYSE to minimize the rate of altitude loss. This “drift down” rate is greatest immediately following the failure and decreases as the single-engine ceiling is approached. Due to performance variations caused by engine and propeller wear, turbulence, and pilot technique, the airplane may not maintain altitude even at its published single-engine ceiling. Any further rate of sink, however, would likely be modest.

An engine failure in a descent or other low power setting can be deceiving. The dramatic yaw and performance loss is absent. At very low power settings, the pilot may not even be aware of a failure. If a failure is suspected, the pilot should advance both engine mixtures, propellers, and throttles significantly, to the takeoff settings if necessary, to correctly identify the failed engine. The power on the operative engine can always be reduced later.

The approach and landing with OEI is essentially the same as a two-engine approach and landing. The traffic pattern should be flown at similar altitudes, airspeeds, and key positions as a two-engine approach. The differences are the reduced power available and the fact that the remaining thrust is asymmetrical. A higher-than-normal power setting is necessary on the operative engine.

With adequate airspeed and performance, the landing gear can still be extended on the downwind leg. In which case it should be confirmed DOWN no later than abeam the intended point of landing. Performance permitting, initial extension of wing flaps (typically 10°) and a descent from pattern altitude can also be initiated on the downwind leg. The airspeed should be no slower than VYSE. The direction of the traffic pattern, and therefore the turns, is of no consequence as far as airplane controllability and performance are concerned. It is perfectly acceptable to make turns toward the failed engine.

On the base leg, if performance is adequate, the flaps may be extended to an intermediate setting (typically 25°). If the performance is inadequate, as measured by decay in airspeed or high sink rate, delay further flap extension until closer to the runway. VYSE is still the minimum airspeed to maintain.

On final approach, a normal 3° glidepath to a landing is desirable. Visual approach slope indicator (VASI) or other vertical path lighting aids should be utilized if available. Slightly steeper approaches may be acceptable. However, a long, flat, low approach should be avoided. Large, sudden power applications or reductions should also be avoided. Maintain VYSE until the landing is assured, then slow to 1.3 VSO or the AFM/POH recommended speed. The final flap setting may be delayed until the landing is assured or the airplane may be landed with partial flaps.

The airplane should remain in trim throughout. The pilot should be prepared, however, for a rudder trim change as the power of the operating engine is reduced to idle in the round out just prior to touchdown. With drag from only one windmilling propeller, the airplane tends to float more than on a two-engine approach. Precise airspeed control therefore is essential, especially when landing on a short, wet, and/or slippery surface.

Some pilots favor resetting the rudder trim to neutral on final and compensating for yaw by holding rudder pressure for the remainder of the approach. This eliminates the rudder trim change close to the ground as the throttle is closed during the round out for landing. This technique eliminates the need for groping for the rudder trim and manipulating it to neutral during final approach, which many pilots find to be highly distracting. AFM/POH recommendations or personal preference should be used.

A single-engine go-around on final approach may not be possible. As a practical matter in single-engine approaches, once the airplane is on final approach with landing gear and flaps extended, it is committed to land on the intended runway, on another runway, a taxiway, or grassy infield. Most light-twins do not have the performance to climb on one engine with landing gear and flaps extended. Considerable altitude is lost while maintaining VYSE and retracting landing gear and flaps. Losses of 500 feet or more are not unusual. If the landing gear has been lowered with an alternate means of extension, retraction may not be possible, virtually negating any climb capability.

Flight training in a multiengine airplane can be safely accomplished if both the instructor and the learner consider the following factors.

The introduction, practice, and testing of emergency procedures has always been a sensitive subject. Surprising a multiengine learner with an emergency without a thorough briefing beforehand creates a hazardous condition. Simulated engine failures, for example, can very quickly become actual emergencies or lead to loss of the airplane when approached carelessly. Stall-spin accidents in training for emergencies rival the number of stall-spin accidents from actual emergencies. The training risk normally gets mitigated by a briefing. Pulling circuit breakers is not recommended for training purposes and can lead to a subsequent gear up landing.

Many normal, abnormal, and emergency procedures can be introduced and practiced in the airplane as it sits on the ground without the engines running. In this respect, the airplane is used as a procedures trainer. The value of this training may be substantial. The engines do not have to be operating for real learning to occur. Upon completion of a training session, care should be taken to restore items to their proper positions.

Pilots who do not use a checklist effectively will be at a significant disadvantage in multiengine airplanes. Use of the checklist is essential to safe operation of airplanes, and it is risky to conduct a flight without one. The manufacturer's checklist or an aftermarket checklist that conforms to the manufacturer's procedures for the specific make, model, and model year may be used. If there is a procedural discrepancy between the checklist and the AFM/POH, then the AFM/POH always takes precedence.

Certain immediate action items (such as a response to an engine failure in a critical phase of flight) are best committed to memory. After they are accomplished, and as work load permits, the pilot can compare the action taken with a checklist.

Simulated engine failures during the takeoff ground roll may be accomplished with the mixture control. The simulated failure should be introduced at a speed no greater than 50 percent of VMC. If a learner does not react promptly by retarding both throttles, the instructor can always pull the other mixture.

The FAA recommends that all in-flight simulated engine failures below 3,000 feet AGL, be introduced with a smooth reduction of the throttle. Thus, the engine is kept running and is available for instant use, if necessary. Smooth throttle reduction avoids abusing the engine and possibly causing damage. Simulation of inflight engine failures below VSSE introduces a very high and unnecessary training risk.

If the engines are equipped with dynamic crankshaft counterweights, it is essential to make throttle reductions for simulated failures smoothly. Other areas leading to dynamic counterweight damage include high rpm and low manifold pressure combinations, over-boosting, and propeller feathering. Severe damage or repetitive abuse to counterweights will eventually lead to engine failure. Dynamic counterweights are found on larger, more complex engines—instructors may check with maintenance personnel or the engine manufacturer to determine if their airplane engines are so equipped.