Introduction to Multiple Engine Failure Procedures in Flight Simulation

Mastering the procedures for handling multiple engine failures is one of the most demanding and essential skills a flight simulation pilot can develop. While rare in real-world aviation, the loss of two or more engines represents a critical emergency that tests every aspect of a pilot's knowledge, decision-making, and stick-and-rudder abilities. In the simulated environment, these scenarios offer a risk-free opportunity to build the precise habits and mental frameworks needed to manage extreme power loss. This article provides a comprehensive, step-by-step guide to handling multiple engine failures in flight simulations, covering everything from initial recognition to emergency landing execution.

The stakes in a multi-engine failure are fundamentally different from a single-engine loss. With one engine inoperative, a multi-engine aircraft can often maintain altitude and reach a diversion airport. With two engines failed, the aircraft becomes a glider—a heavy, fast-sinking glider with complex systems to manage. The procedures outlined here are based on real-world pilot training standards from sources such as the FAA Airplane Flying Handbook and industry best practices, adapted for the simulation environment.

Understanding the Physics and Aerodynamics of Multiple Engine Loss

Before diving into procedural steps, it is critical to understand what happens aerodynamically when multiple engines fail. In a typical twin-engine aircraft, the loss of both engines eliminates all thrust, leaving the aircraft dependent on gravitational potential energy to maintain airflow over the wings. The aircraft will begin to descend immediately, and the rate of descent depends on the configuration, weight, and altitude.

Key aerodynamic factors that come into play include:

  • Best glide speed (Vg): This is the airspeed that provides the maximum lift-to-drag ratio, giving the aircraft the greatest possible range over the ground. Finding and maintaining Vg is the first priority after stabilizing the aircraft. In most twin-engine aircraft, Vg is typically between 80 and 120 knots, depending on weight and configuration.
  • Drag management: With no thrust, drag becomes the enemy. Extended landing gear, flaps, and unfeathered propellers on failed engines all dramatically increase drag and steepen the descent angle. Clean configuration is essential.
  • Asymmetric drag and control: If engines fail asymmetrically (one on each side at different times), or if one engine is feathered and the other is not, the aircraft will experience a yawing moment toward the side with more drag. This must be countered with rudder input.
  • Energy management: Without engine power, altitude is your only "fuel." Every turn, configuration change, or maneuvering input trades altitude for distance. Pilots must think in terms of energy conservation.

Understanding these principles helps the simulator pilot move beyond rote memorization of checklists and toward true comprehension of why each step matters.

Initial Response: The First 10 Seconds After Multiple Engine Failure

The initial response to a multiple engine failure is the most critical phase. Studies of aviation incidents show that pilots who hesitate or fail to establish control in the first moments significantly reduce their chances of a successful outcome. In a flight simulation, the lack of physical motion can lead to complacency, so it is vital to treat the scenario with the same urgency as real flight.

Step 1: Maintain Positive Aircraft Control

The very first action is not to diagnose the problem, but to fly the airplane. Apply forward pressure on the yoke or stick to maintain airspeed and prevent a stall. Simultaneously, use rudder to keep the aircraft coordinated. Do not attempt to climb or turn until speed is under control. The priority is to prevent the aircraft from entering a stall or unusual attitude.

Step 2: Set Power to Idle on Remaining Engines

If any engines are still producing partial power, reduce them to idle. This may seem counterintuitive, but asymmetric power with failed engines on one side can create severe control difficulties. In a simulation, the flight model will punish uncoordinated thrust with yaw and roll. Idle power on all engines allows the pilot to focus purely on aerodynamic control.

Step 3: Establish the Best Glide Speed

Accelerate or decelerate to the published best glide speed (Vg) for the current aircraft weight and configuration. In most flight simulation aircraft, Vg is marked on the airspeed indicator or available in the pilot's operating handbook (POH). If the exact Vg is unknown, a speed of approximately 1.4 times the stall speed in the current configuration is a reasonable starting point.

Step 4: Trim for Hands-Off Flight

Once Vg is established, trim the aircraft so that it maintains this speed with minimal control input. This frees the pilot's attention for navigation, communication, and systems management. In simulation, proper trimming is often overlooked but is essential for realistic emergency management.

Step-by-Step Procedures for Managing Multiple Engine Failure

With the aircraft stable and trimmed for best glide, the pilot can now proceed with a systematic approach to managing the emergency. The following sequence represents a structured framework that works across most multi-engine aircraft in flight simulation.

Identify and Verify Failed Engines

Use the engine instruments—RPM, manifold pressure, oil temperature, and exhaust gas temperature—to confirm which engines have failed. In some simulation scenarios, failures may be partial or intermittent. Verify by increasing throttle slightly on each engine individually and observing the response. Do not rely solely on visual cues such as propeller rotation, as windmilling can create the illusion of power.

Feather the Propellers

Feathering the propellers on failed engines is one of the most important drag-reduction measures. When a propeller is windmilling, it creates substantial parasitic drag. Feathering aligns the blades edge-on to the airflow, drastically reducing drag. In most simulations, this is accomplished by pulling the propeller control lever fully aft for the affected engine. Verify feathering by observing the propeller RPM drop to near zero and confirming the blade angle indication.

Secure the Failed Engines

After feathering, secure each failed engine by closing the fuel shutoff valve, turning off the magnetos or ignition, and switching off the generator or alternator. This prevents fire risk, reduces electrical load, and eliminates the possibility of an engine restarting unexpectedly. In simulation, this step also helps the pilot mentally "commit" to the fact that these engines are not coming back.

Assess Glide Range and Select a Landing Site

With the aircraft configured for minimum drag, calculate the available glide range. A general rule of thumb for a clean twin-engine aircraft at best glide speed is roughly 1.5 to 2 nautical miles of forward distance per 1,000 feet of altitude above ground level (AGL). Use your simulation's navigation tools—GPS, moving map, or visual landmarks—to identify suitable landing sites within that radius.

Preferred landing sites in order of desirability are:

  • Airports with paved runways
  • Airports with grass or unpaved runways
  • Large, flat fields free of obstacles
  • Highways or straight roads (only if traffic is light)

Communicate the Emergency

Declare an emergency with air traffic control (ATC) using the standard phraseology: "Mayday, Mayday, Mayday, [Callsign], [Aircraft Type], multiple engine failure, descending through [Altitude], proceeding to [Location]." In simulation, this serves as valuable practice for real-world communications and also helps structure your own thinking about the situation. If flying offline or without ATC, make the call anyway as a mental exercise.

Configure for Landing

As the landing site becomes certain, plan the approach. The key principle is to never "stretch" the glide—once committed to a field, do not attempt to change your mind. Configure the aircraft in stages:

  • Downwind: Extend landing gear only when the field is definitely reached. Early gear extension drastically reduces glide distance.
  • Base leg: Add partial flaps as needed to control descent rate.
  • Final approach: Full flaps (if appropriate) and aim for a point slightly short of the intended touchdown zone.

In a no-power approach, the aircraft will not have the ability to go around. Precision in speed and descent angle is paramount. Use a stabilized approach at Vg plus a small margin (typically 5-10 knots) until flare.

Simulator-Specific Considerations and Platform Differences

Different flight simulation platforms handle multiple engine failures with varying degrees of fidelity. Understanding these differences helps pilots set appropriate expectations and choose the best training environment.

Microsoft Flight Simulator 2020/2024

MSFS uses sophisticated aerodynamic modeling, but engine failure dynamics depend heavily on the add-on aircraft. Default aircraft may not simulate feathering or drag from windmilling propellers with high accuracy. For serious multi-engine failure training, third-party aircraft from developers like PMDG, A2A, or Carenado are recommended, as they model engine failures with much greater depth.

X-Plane 12

X-Plane's blade element theory flight model provides highly realistic propeller drag, including the difference between windmilling and feathered propellers. Engine failures in X-Plane feel more "real" because the aerodynamic consequences are calculated at the blade level. This makes X-Plane an excellent platform for practicing the drag management aspects of multi-engine failure procedures.

Prepar3D and Lockheed Martin

Prepar3D remains a standard for professional training environments. With appropriate add-ons, it offers systems-level depth that simulates the exact procedures from aircraft POHs. For pilots seeking the most rigorous simulation of multi-engine failures, Prepar3D with high-fidelity aircraft models is the gold standard.

DCS World

While DCS World focuses on military aviation, many of its aircraft (such as the C-101, Mi-8, and various jets) feature multiple engines. DCS models systems failures with high fidelity, including engine fires, uncontained failures, and hydraulic system impacts. Military procedures differ from civil ones, but the core principles of power management and drag reduction remain the same.

Common Mistakes in Handling Multiple Engine Failures (and How to Avoid Them)

Even experienced simulation pilots make predictable errors when confronted with multiple engine failures. Recognizing these common pitfalls helps build better habits.

Mistake 1: Fixating on Engine Restart Procedures

Many pilots spend valuable time and altitude attempting to restart failed engines instead of establishing the glide and selecting a landing site. In most scenarios, engine restart is unlikely at low altitude or with significant mechanical damage. The priority must always be to fly the aircraft and manage the descent.

Correction: Set a mental altitude gate. Below 5,000 feet AGL, do not attempt any engine restart. Above 5,000 feet, a single restart attempt per engine is reasonable, but only after the aircraft is stabilized and trimmed.

Mistake 2: Delaying Gear and Flap Retraction

Leaving the landing gear down after engine failure adds enormous drag, reducing glide range by 30-50% in some aircraft. Similarly, extended flaps create unnecessary drag. The clean configuration is almost always best for maximizing glide distance.

Correction: Make it reflexive: after establishing Vg and trimming, immediately retract gear and flaps unless there is a specific reason to leave them extended (such as imminent landing).

Mistake 3: Overcontrolling in a Stall

When the aircraft decelerates below best glide speed, the controls may feel mushy, and the pilot might overreact with large control inputs. This can lead to a stall or spin, particularly if the yaw from asymmetric drag is not countered.

Correction: Train to recognize the stall buffet or stick shaker in your simulation. At the first sign of a stall, lower the nose aggressively and apply full rudder if needed. Practice recovery from a stall in the same configuration as your engine failure scenario.

Mistake 4: Ignoring the Checklist

In simulation, there is a temptation to "fly from memory" without using checklists. While memory is important for immediate actions, the complete emergency procedure should always be backed up by a written checklist.

Correction: Have the POH or quick reference handbook open and ready. Use a hardware kneeboard or a secondary screen to display checklists. Run through the checklist after the immediate actions are complete.

Building Proficiency Through Scenario-Based Training

The most effective way to build skill in handling multiple engine failures is through structured, scenario-based training in your flight simulation environment. Rather than simply triggering random failures, design scenarios that challenge your decision-making as well as your technical procedures.

Sample Training Scenarios

  • Scenario 1: Dual engine failure at cruise altitude (FL180). Practice the entire sequence from initial recognition to site selection. Focus on long-range glide planning and communication.
  • Scenario 2: Dual engine failure on takeoff (200 feet AGL). This is the most time-critical scenario. The only options are landing straight ahead or a very slight turn to avoid obstacles. Practice the split-second decision-making required.
  • Scenario 3: Asymmetric failure followed by second engine failure. Start with one engine failed and practice single-engine procedures, then fail the remaining engine after 2-3 minutes. This trains the pilot to transition between emergency states.
  • Scenario 4: Engine failure in IMC (instrument meteorological conditions). Managing a no-power glide while maintaining instrument scan and navigation to a suitable airport is an advanced skill.

Debriefing Your Performance

After each scenario, review your performance using the simulation's replay features or a video recording. Key metrics to evaluate include:

  • Time from failure to establishing best glide speed
  • Airspeed deviations during the emergency
  • Altitude lost before stabilization
  • Accuracy of glide range assessment
  • Quality of checklist usage
  • Communication clarity
  • Landing outcome (if applicable)

Set specific improvement goals for each subsequent session. For example, aim to reduce the time to reach Vg by 3 seconds, or to maintain airspeed within ±5 knots during the entire descent.

Advanced Techniques and Additional Resources

For pilots who have mastered the basics, advanced techniques can further improve safety margins and realism in multi-engine failure simulations.

Side-Slip for Descent Control

If the aircraft is high on the approach and needs to lose altitude without increasing speed, a forward slip can be used. In a twin-engine aircraft with both engines failed, this technique is effective but must be used carefully, as it reduces lift and can increase sink rate significantly. Practice slips at altitude before attempting them in a landing scenario.

Restart Procedures and Systems Knowledge

Understanding the specific restart envelope for your simulated aircraft is valuable for high-altitude scenarios. Most turbine engines have a windmill restart envelope based on airspeed and altitude. Piston engines may require specific priming and mixture procedures. Study the aircraft's systems manual to understand restart limitations.

External Resources for Deeper Learning

To expand your knowledge beyond the simulation cockpit, consult these authoritative sources:

  • FAA Airplane Flying Handbook (Chapter 12): Covers emergency procedures for multi-engine aircraft, including engine failure after takeoff and during flight. Available free online at faa.gov.
  • FAA Pilot's Handbook of Aeronautical Knowledge (Chapters 10-11): Provides the foundational aerodynamics and systems knowledge needed to understand engine failure dynamics. Accessible at faa.gov.
  • Reddit's r/flightsim and r/flying communities: Offer peer-reviewed advice, recommended add-ons, and scenario ideas for multi-engine failure training.

Conclusion: Turning Simulation into Skill

Handling multiple engine failures in flight simulation is not merely about memorizing checklists—it is about developing a deep, intuitive understanding of aerodynamics, energy management, and decision-making under pressure. The simulated environment provides a unique laboratory where pilots can repeat these extreme scenarios until the procedures become second nature.

As you practice, focus on the foundational elements: maintain control, establish best glide, reduce drag, and make decisive choices about landing sites. Build from simple scenarios at altitude to complex, time-critical failures near the ground. Use the replay and debrief tools available in your simulation platform to refine your technique with each session.

By treating each simulated multiple engine failure with the gravity it would demand in the real world, you build not only technical proficiency but also the discipline and mental toughness that define the best pilots. Whether you are training for an instrument rating, preparing for a type rating, or simply pursuing the highest standards of realism in your home simulation, these procedures represent some of the most valuable training you can undertake.