4 5 ° T u $_{r}$n 2 2 5 ° T u r n A B C D E Figure 13-6. Amount of turn required to land back on the takeoff  runway. large bodies of water, flotation devices, extra water, and a  water purifi er would be added to the basic survival gear. If  in desert conditions, bring a lot of water and hats for shade.  In situations of extreme temperature changes, add both sun  shading and layered clothing to the gear as appropriate. As discussed earlier in Chapter 7, Takeoff and Departure  Climbs, proper takeoff technique provides lower pitch  angles during the initial climb to provide the slowest possible  descent rate for an engine failure after takeoff. The pitch  angle and altitude available for engine failure at takeoff are  the controlling factors in the successful accomplishment of an  emergency landing. If an actual engine failure should occur  immediately after takeoff and before a safe maneuvering  altitude is attained, it is usually inadvisable to attempt to turn  back to the takeoff field. Instead, it is safer to establish the  proper glide attitude immediately, and select a fi eld directly  ahead or slightly to either side of the takeoff path. The decision to continue straight ahead is often diffi cult to  make unless the problems involved in attempting to turn back  are seriously considered. First, the takeoff was probably made  into the wind. To return to the takeoff field, a downwind turn  must be made. This increases the groundspeed and rushes  the pilot even more in the performance of procedures and  in planning the landing approach. Second, the aircraft loses  considerable altitude during the turn and might still be in a  bank when the ground is contacted, resulting in cartwheeling  (a catastrophe for the occupants, as well as the aircraft). After  turning downwind, the apparent increase in groundspeed  could mislead the pilot into a premature attempt to slow  the aircraft to a stall. Finally, it is more than one 180° turn.  For example, it is first a 225° turn in one direction, then  another 45° turn in the other direction, totaling 310° of turn.  [Figure 13-6] On the other hand, continuing straight ahead or making a  slight turn allows the pilot more time to establish a safe  landing attitude. The landing can be made as slowly as  desired, but more importantly, the aircraft can be landed  while under control. At airports where the runways are much longer than needed,  there is typically ample runway to make a straight ahead  landing. If a tight pattern is being used and the crosswind leg  is started at the end of the runway, turning back the additional  90° to the runway could be the best option, depending on the  suitability of landing areas straight ahead.  Depending on the specific design of the WSC aircraft  considering weight, wing, and carriage, this maneuver can  13-9  Engine Failure After Takeoff