be performed with no reaction time and as low as 250 to 500 feet AGL. However, the pilot should determine the minimum altitude that such a maneuver would require of a particular aircraft. Experimentation at a much higher, safe altitude, 700 feet AGL as an example, should give the pilot an approximation of height lost in a descending 225° and 45° turn at idle power. Starting high above the ground at low bank angles and monitoring the altitude loss while doing the required turns to line back up on the runway provides a good reference. Finding the best bank angle to perform the required turns for this maneuver with minimum altitude loss is key to optimizing this maneuver and developing a habit if this maneuver is needed in a real emergency. 

By adding a safety factor of about 30 percent to account for reaction time and no thrust from the propeller, the pilot should arrive at a practical decision height. The ability to make these turns does not necessarily mean that the departure runway can be reached in a power-off glide; this depends on the wind, the distance traveled during the climb, the height reached, and the glide distance of the aircraft without power. 

This is a highly advanced maneuver with turns close to the ground. This should be practiced well into the training program with the instructor. For example, consider an aircraft which has taken off and climbed to an altitude of 350 feet AGL when the engine fails. After a typical 4-second reaction time, the pilot pulls down the nose, maintains control of the aircraft, and elects to turn back to the runway, losing 50 feet. [Figure 13-6, A to B]  The pilot performs the 225° turn and loses 300 feet. [Figure 13-6, B to C]  The pilot must glide back to the runway, losing another 50 feet. [Figure 13-6, C to D] The pilot must turn another 45° to head the aircraft toward the runway, losing another 50 feet. [Figure 13-6, D to E]  By this time the total change in direction is 310°, the aircraft will have descended 450 feet, placing it 100 feet below the runway. 

##  Emergency Descents 

An emergency descent is a maneuver for descending as rapidly as possible to a lower altitude or to the ground for an emergency landing. The need for this maneuver may result from an uncontrollable fire, avoidance of other aircraft, weather, or any other situation demanding an immediate and rapid descent. The objective is to descend the aircraft as quickly as possible within the structural limitations of the aircraft. Simulated emergency descents should be made in a turn to check for other air traffic below and to look around for a possible emergency landing area. A radio call announcing descent intentions may be appropriate to alert other aircraft in the area. When initiating the descent, a bank angle of approximately 45° to 60° should be established to maintain positive load factors (“G” forces) on the aircraft. 

Generally, the steeper the bank angle is, the quicker the descent is. But caution should be exercised with steep bank angles for extended periods because the high G forces and rotation can cause disorientation or motion sickness, which might make matters worse. The manufacturer’s bank and speed limitations should not be exceeded. 

Emergency descent training should be performed as recommended by the manufacturer, including the confi guration and airspeeds. The power should be reduced to idle. The pilot should never allow the aircraft’s airspeed to surpass the never-exceed speed (V$_{NE}$) or go above the maximum maneuvering (V$_{A}$) speed, as applicable. In the case of an engine fire, a high airspeed descent could extinguish the fire. The descent should be made at the maximum allowable bank angle and airspeed consistent with the procedure used. This provides increased loads and drag and therefore the loss of altitude as quickly as possible. The recovery from an emergency descent should be initiated at an altitude high enough to ensure a safe recovery back to level flight or a precautionary landing. 

When the descent procedure is established and stabilized during training and practice, the descent should be terminated. For longer descents, alternating turn directions should be used so the pilot does not become disorientated. Prolonged practice of emergency descents should be avoided to prevent excessive cooling of the engine cylinders. [Figure 13-7] 

##  Infl ight Fire 

A fire in flight demands immediate and decisive action. The pilot must be familiar with the procedures to meet this emergency as contained in the AFM/POH for the particular aircraft. For the purposes of this handbook, infl ight fi res are classified as: engine fires and electrical fires. If a fi re extinguisher is installed on the WSC aircraft, the passenger should be briefed on its use and the pin should be connected to the extinguisher by a lanyard so it cannot be dropped into the propeller, creating a worse situation. 

##  Engine Fire 

An inflight engine fire is usually caused by a failure that allows a flammable substance such as fuel, oil, or hydraulic fluid to come in contact with a hot surface. This may be caused by a mechanical failure of the engine itself, an engine- driven accessory, a defective induction or exhaust system, or a broken line. Engine fires may also result from maintenance errors, such as improperly installed/fastened lines and/or fittings, resulting in leaks. 

Engine fires can be indicated by smoke and/or flames coming from the engine area. They can also be indicated by discoloration, bubbling, and/or melting of the engine cowling 

