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. 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.  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  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. 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. 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] 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.  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 Descents  Engine Fire  Infl ight Fire 13-10