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maintain positive load factors (“G” forces) on the
airplane.
Emergency descent training should be performed as
recommended by the manufacturer, including the configuration
and airspeeds. Except when prohibited by
the manufacturer, the power should be reduced to idle,
and the propeller control (if equipped) should be
placed in the low pitch (or high revolutions per minute
(r.p.m.)) position. This will allow the propeller to act
as an aerodynamic brake to help prevent an excessive
airspeed buildup during the descent. The landing gear
and flaps should be extended as recommended by the
manufacturer. This will provide maximum drag so that
the descent can be made as rapidly as possible, without
excessive airspeed. The pilot should not allow the
airplane’s airspeed to pass the never-exceed speed
(VNE), the maximum landing gear extended speed
(VLE), or the maximum flap extended speed (VFE), as
applicable. In the case of an engine fire, a high
airspeed descent could blow out the fire. However, the
weakening of the airplane structure is a major concern
and descent at low airspeed would place less stress on
the airplane. If the descent is conducted in turbulent
conditions, the pilot must also comply with the design
maneuvering speed (VA) limitations. The descent
should be made at the maximum allowable airspeed
consistent with the procedure used. This will provide
increased drag and therefore the loss of altitude as
quickly as possible. The recovery from an emergency
descent should be initiated at a high enough altitude to
ensure a safe recovery back to level flight or a
precautionary landing.
When the descent is established and stabilized during
training and practice, the descent should be terminated.
Figure 16-5. Turning back to the runway after engine failure.
4,480 Ft.
180°
225°
300 Ft. AGL
1,016 Ft.
Ch 16.qxd 5/7/04 10:30 AM Page 16-6
16-7
In airplanes with piston engines, prolonged practice of
emergency descents should be avoided to prevent
excessive cooling of the engine cylinders.
IN-FLIGHT FIRE
Afire in flight demands immediate and decisive action.
The pilot therefore must be familiar with the procedures
outlined to meet this emergency contained in the
AFM/POH for the particular airplane. For the purposes
of this handbook, in-flight fires are classified as: inflight
engine fires, electrical fires, and cabin fires.
ENGINE FIRE
An in-flight engine compartment 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 compartment fires may also result from
maintenance errors, such as improperly installed/fastened
lines and/or fittings resulting in leaks.
Engine compartment fires can be indicated by smoke
and/or flames coming from the engine cowling area.
They can also be indicated by discoloration, bubbling,
and/or melting of the engine cowling skin in cases
where flames and/or smoke is not visible to the pilot.
By the time a pilot becomes aware of an in-flight
engine compartment fire, it usually is well developed.
Unless the airplane manufacturer directs otherwise in
the AFM/POH, the first step on discovering a fire
should be to shut off the fuel supply to the engine by
placing the mixture control in the idle cut off position
and the fuel selector shutoff valve to the OFF position.
The ignition switch should be left ON in order to use
up the fuel that remains in the fuel lines and components
between the fuel selector/shutoff valve and
the engine. This procedure may starve the engine
compartment of fuel and cause the fire to die naturally.
If the flames are snuffed out, no attempt should be
made to restart the engine.
If the engine compartment fire is oil-fed, as evidenced
by thick black smoke, as opposed to a fuel-fed fire
which produces bright orange flames, the pilot should
consider stopping the propeller rotation by feathering
or other means, such as (with constant-speed propellers)
placing the pitch control lever to the minimum
r.p.m. position and raising the nose to reduce airspeed
until the propeller stops rotating. This procedure will
stop an engine-driven oil (or hydraulic) pump from
continuing to pump the flammable fluid which is
feeding the fire.
Some light airplane emergency checklists direct the
pilot to shut off the electrical master switch. However,
　
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