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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 fi re, 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 traffi c 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 (VNE) or go above the maximum
maneuvering (VA) speed, as applicable. In the case of an
engine fi re, a high airspeed descent could extinguish the
fi re. 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 fl ight 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 fi re in fl ight 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 classifi ed as: engine fi res and electrical fi res. 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 infl ight engine fi re is usually caused by a failure that
allows a fl ammable substance such as fuel, oil, or hydraulic
fl uid to come in contact with a hot surface. This may be
caused by a mechanical failure of the engine itself, an enginedriven
accessory, a defective induction or exhaust system, or
a broken line. Engine fi res may also result from maintenance
errors, such as improperly installed/fastened lines and/or
fi ttings, 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
13-11
Figure 13-7. Emergency descent showing alternate right and left hand steep descending turns.
Intended Landing Location
Left Hand Turn Descent Right Hand Turn Descent
13-12
skin in cases where fl ames and/or smoke are not visible to
the pilot. By the time a pilot becomes aware of an infl ight
engine fi re, it usually is well developed. Unless the aircraft
manufacturer directs otherwise in the AFM/POH, the fi rst
step after discovering a fi re is to shut off the fuel supply to
the engine (if so equipped). 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 (if equipped with an electric fuel pump). This
　
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