Engine failure after take-off (EFATO)

EFATO — Engine Failure After Take-off

EFATO denotes engine failure after lift-off, at altitudes where the question arises: land ahead or return to the field?

Source: POH (binding), FAA-H-8083-3B Chapter 17.

The "Impossible Turn" question

Turning back to the field is only possible with sufficient altitude. Otherwise stall/spin during the turn — usually fatal.

Rule of thumb (FAA-H-8083-3B):

• < 500 ft AGL: NEVER turn — go straight.
• 500–800 ft AGL: depends on aircraft and wind — extreme caution.
• > 800 ft AGL: turn possibly feasible — but better look for an off-field site.
• > 1000 ft AGL: turn realistically possible if glide performance suffices and runway wind is favourable.

Critical factors:

• Runway length (remaining runway if wind permits).
• Wind (headwind → longer glide back; tailwind during the return approach).
• Aircraft glide ratio (POH).
• Pilot experience with the aircraft.

On engine failure at low altitude — standard sequence

When the engine fails at low altitude (typically below 500 ft AGL, shortly after lift-off), the standard reaction is:

1. Push down (nose down) — avoid stall, reach safe glide speed (Vbg). This is the first and most important step.
2. Select a landing field — preferably straight ahead, slight deviation for obstacles (max ±30°).
3. Ignition off (magnetos OFF) — reduce fire risk.
4. Close fuel shut-off valve (fuel selector OFF) — prevent fuel leak.
5. Optional if time permits: Mixture IDLE CUT-OFF, Master OFF, mayday, doors unlatched, brace.

Order: Aviate (speed) > Navigate (field) > Ignition off > Fuel off. This minimises both the risk of crashing on approach and the risk of fire on the ground.

Engine failure at about 500 ft AGL

At roughly 500 ft AGL the standard recommendation is:

• Prepare an emergency landing immediately.
• If possible, land in the direction of flight — do not attempt a turn; the altitude loss of a 180° turn typically exceeds the available altitude.
• A slight heading correction (±30°) is fine; larger turns are dangerous.

"Impossible Turn" statistics

NTSB studies: over 80 % of attempted turnbacks from < 500 ft AGL end fatally. A few succeed, but only under ideal conditions (long runway, light headwind, practised pilot).

FAA recommendation: straight ahead is the safer default.

Worst-case scenario in detail

Scenario: Cessna 172, Vy 79 KIAS, lift-off at 55 KIAS

• 30 sec after lift-off, altitude ≈ 400 ft AGL, 1 NM past runway end.
• Engine failure.

Wrong reaction (turnback attempt):

• 180° turn → bank ~45° → stall speed rises by √2 = 1.41× Vs.
• C172 Vs = 48 KIAS, in 45° bank = 68 KIAS. At 55–65 KIAS glide → stall mid-turn.
• Result: stall/spin at low altitude, no recovery possible.

Correct reaction (straight):

• Nose down to Vbg 65 KIAS.
• Glide ratio C172 ≈ 9
  .
• From 400 ft AGL = 400/6076 NM × 9 ≈ 0.6 NM glide distance.
• Landing site ahead, with slight deviation if needed.
• Touchdown at about 55 KIAS, controlled.
• High survival rate in suitable terrain.

Emergency-field selection

Identify mentally before take-off:

• Fields, meadows, car parks ahead of and beside the runway.
• Motorways (risky — traffic and crash barriers).
• Avoid: forest, water, built-up areas.

Procedure (summary)

1. Immediately nose down → Vbg.
2. Engine restart check if time (POH-specific): fuel selector both, mixture rich, magnetos both, primer locked, throttle cracked, starter.
3. If no restart: activate landing plan.
4. Ignition OFF, fuel selector OFF, then mixture IDLE CUT-OFF, master OFF before touchdown.
5. Doors unlatched.
6. Brace position.

Pilot-training recommendation

• Regular practice of EFATO in the simulator or with an instructor (power cut at safe altitude).
• Internalise pre-take-off briefing.
• Altitude awareness during climb: every 200 ft mentally ask "what would I do on engine fail right now?".