Emergency Descent
An emergency descent is a maximum-rate descent to get the airplane down quickly — for example after an onboard fire, a pressurization problem, or a need to reach the surface fast. You configure for the highest safe descent rate (per the POH) while keeping the airplane under control and within limits.
Step by step
- 1Recognize the emergency and decide a rapid descent is required.
- 2Reduce power (close the throttle) and, if appropriate per the POH, extend the landing gear and/or use the recommended flap setting to add drag.
- 3Establish the bank/pitch the POH specifies — many procedures call for a descending turn (e.g., ~30°–45° bank) to keep the nose down and load reasonable while increasing the descent rate.
- 4Set and hold the recommended emergency-descent airspeed, not exceeding any gear/flap or VNO/VNE limits.
- 5Maintain positive control and orientation; keep clearing for traffic and terrain below.
- 6Level off at the target altitude, restore a normal configuration, and address the underlying emergency.
Tips & common errors
- Follow the POH — the recommended configuration (gear, flaps, bank, airspeed) varies by airplane.
- Respect the airspeed limits: do not exceed gear/flap extension speeds or VNE while diving.
- A banked descent helps keep the nose down and the descent rate high without an excessive nose-low pitch.
- Common error: over-speeding the airframe or losing situational awareness during the rapid descent.
ACS completion standards
The commonly-tested tolerances for this maneuver. Always confirm the current ACS for your certificate.
- Establish the recommended emergency-descent configuration and airspeed (per POH) and maintain it ±10 knots.
- Maintain positive aircraft control and orientation throughout the descent.
- Level off at the assigned/target altitude and within limits.
FAA source
FAA-S-ACS-6 (Private) / FAA-S-ACS-7 (Commercial), Task: Emergency Descent; Airplane Flying Handbook FAA-H-8083-3, Chapter 18 (Emergency Procedures).
This is an original, plain-English study summary grounded in the public-domain FAA Airman Certification Standards and FAA handbooks cited above. It is a study aid, not flight instruction, and not a substitute for the official ACS, the handbooks, your aircraft’s POH/AFM, or a certificated flight instructor.
Related maneuvers
- Emergency Approach & Landing (Engine Failure / Power-Off)After a (simulated) engine failure, you must fly the airplane, pick the best landing site, glide to it, attempt a restart with the checklist, and set up a power-off approach. The priorities, in order, are: fly the airplane (best glide), navigate to a landing area, and run the checklist/communicate.
- Systems & Equipment MalfunctionsYou must recognize and respond to in-flight system failures — electrical, vacuum/pitot-static, engine roughness, gear/flap problems, smoke/fire, etc. The examiner assesses whether you analyze the problem correctly, take the proper corrective action, use the checklist, and exercise sound judgment (including diverting or landing).
- Rejected (Aborted) TakeoffA rejected takeoff is the decision to abort the takeoff while still on the ground because of an abnormality — an engine that is not making full power, a warning, a door popping open, an animal on the runway. The key is a pre-briefed abort decision point and a prompt, controlled stop on the runway.
- Rectangular CourseThe rectangular course teaches you to fly a constant, equal distance from a square or rectangular ground feature while correcting for wind. It directly simulates the airport traffic pattern, so it builds the division of attention and wind-drift correction you use on every approach.
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