Follow the ABCs:

Airspeed—best glide speed

Best Spot—for landing

Checklist—FUEL (MPGS: Mixture—RICH, Pump—ON, Primer—IN and LOCKED, Gauge—CHECK Fuel Flow, Selector—BOTH or OTHER TANK) / AIR (Carb Heat—ON, Alternate Air—ON) / SPARK (Mags—BOTH)

After rapidly going through the mental checklist above, consult the written checklist in the POH to verify that the correct emergency procedures for

engine failure have been followed.

If engine won’t restart:

Declare Emergency / Door Unlatch—Contact ATC or use 121.5, Squawk 7700, Turn on ELT

Engine Shutdown—Fuel Selector—OFF, Ignition—OFF, Flaps—AS NEEDED, Master Switch—OFF

The above procedures should be routinely practiced while the airplane is sitting on the ground.

Maximum glide requires minimum drag: no flaps, no gear, low prop RPM (feathered), fly downwind. A clean glide is 5-6 degrees—thus, any spot visible over the nose of the airplane is too far to reach. For low wing airplanes, a landing site about halfway out on the wing is probably within reach. For high wing airplanes, a landing site about halfway up the strut is probably reachable. Remember that glides don’t stretch—they snap (Don’t risk stalling the aircraft by trying to stretch a glide). Also, don’t complicate an engine failure procedure by trying to pull off a cross country as well—the best landing area is usually right below you because it gives you the maximum amount of time to attempt a restart and prepare for an eventual landing.

If able, proceed to the key position just over the approach end of the runway or landing area. Practice beforehand how to make a 360-degree turn from a high key position and end up in a low key position, from which a 180-degree turn will be made to the runway. Only by practicing this maneuver beforehand will you know how much altitude will be lost in a 360-degree turn and how much you will need to make the 180-degree turn and arrive at the runway threshold. It is better to have more airspeed (which can be traded for altitude if needed). Excess altitude on final approach can be reduced by adding flaps, slipping, and pushing the prop forward to full RPM to create drag.

If no good landing site is available, follow the Air Force rule and aim for the softest, cheapest thing you can find. Fly the airplane all the way into the crash. Straight on is the safest way to impact an obstacle. Try to hit with minimal side loads (the most “crush” area for the airplane is directly in front of you. More energy absorbed by crushing and deformation is less energy transmitted to you.

Remember that as an aircraft slides forward along the ground g-forces will be dissipated rather than being absorbed by the pilot and passengers. Crashes in which an aircraft moves forward just 15 feet are survivable, whereas crashes nose first into the ground (resulting from a stall) generally are not. To minimize the g-forces you will absorb, land at the minimum safe airspeed with full flaps and into the wind, taking care not to stall the aircraft. Impact energy is a squared rather than a linear function—You get a great deal of benefit for every knot you can slow the airplane down.

Pick a surface that will allow you to spread the process of coming to a stop over the longest distance. Concrete or asphalt is better than dirt, since the aircraft will slide further. However, a wide open field is preferable to a street, which will often be narrower than the wingspan and have obstacles such as power lines and poles, mailboxes and vehicles. When flying under wires or power lines, look at the ground and not at the wires. When landing in a plowed field, land with the rows rather than against them, even if you must land in a crosswind or tail wind, since the furrows will stop you too abruptly and cause you to flip over. Always sacrifice the aircraft (especially the wings and gear) in order to protect the people on board.