Ditching
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Ditching
Hello everyone.
I'm looking for any information on ditching (techniques adopted, aircraft evacuation etc) preferably in high wing fixed undercarriage single engine aircraft, but any info would be good.
If someone has first hand experience and would like to discuss on this forum.... even better.
Thanks
Knox
I'm looking for any information on ditching (techniques adopted, aircraft evacuation etc) preferably in high wing fixed undercarriage single engine aircraft, but any info would be good.
If someone has first hand experience and would like to discuss on this forum.... even better.
Thanks
Knox
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Stationair8:
Thanks interesting read, have looked at some very similar documents before.
Here is a link to the FAA info on ditching http://www.faa.gov/air_traffic/publi...603.html#6-3-3
KGH: yeah keeping it in one piece would be ultimate... but as i'm sure you can appreciate ditching in big swells would probably end with some sort of break up.
Jaba: not sure who that is but thanks.
Thanks interesting read, have looked at some very similar documents before.
Here is a link to the FAA info on ditching http://www.faa.gov/air_traffic/publi...603.html#6-3-3
KGH: yeah keeping it in one piece would be ultimate... but as i'm sure you can appreciate ditching in big swells would probably end with some sort of break up.
Jaba: not sure who that is but thanks.
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Wasn't sure who it was... thanks to google I know now
Just one of his stories here....
EQUIPPED TO SURVIVE (tm) - Lessons Learned: Ditching 11/99 300 miles from Hawaii
Knox.
Just one of his stories here....
EQUIPPED TO SURVIVE (tm) - Lessons Learned: Ditching 11/99 300 miles from Hawaii
Knox.
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thanks Hempy.
What sort of aircraft is that check list for?? Definitely not the one i'm flying
What if you don't have so much altitude to play with? Any suggestions.
Knox.
What sort of aircraft is that check list for?? Definitely not the one i'm flying
What if you don't have so much altitude to play with? Any suggestions.
Knox.
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What if you don't have so much altitude to play with? Any suggestions.
Two names come to mind, but the better of the two would be Ray Clamback, the other probably is not so keen to discuss.
Why are you expecting trouble at low altitude anyway?
Even at 500' boring along, pull up and gain height and you should have at least one minute to sort yourself out.
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Really? No-one is going to at least mention the Ditching CAAP? Come on....
http://www.casa.gov.au/wcmswr/_asset.../ops/253-1.pdf
http://www.casa.gov.au/wcmswr/_asset.../ops/253-1.pdf
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talk to Max D.... he stepped out of a 'Van post ditching, into the rescue boat, literally without getting his feet wet!
His advice was, set glide airspeed to minimum vertical velocity (85kt in a C208), fly into the wind and fly the bugger all the way in.
a little thread drift..... anyone see the ATSB weekly summary on the 'wheels up' landing in a C208? How do you manage that An amphib maybe?
His advice was, set glide airspeed to minimum vertical velocity (85kt in a C208), fly into the wind and fly the bugger all the way in.
a little thread drift..... anyone see the ATSB weekly summary on the 'wheels up' landing in a C208? How do you manage that
An amphib maybe?
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Worst case is night ditching on instruments particularly if you are not instrument rated or not current. It could be real black over the ocean as the Pelair Westwind crew discovered.
Using a synthetic trainer at any flying school, practice descending at 200 feet per minute from 500 feet down, at POH landing speed until "touch-down". 500 feet is a good starting point to allow for inaccurate QNH and thus impact could happen at any time from 500 feet down.
This takes careful handling of power and airspeed control. Done on instruments it takes good instrument flying skills. The nose attitude is important because if you allow the speed to to get too low and the instinctive reaction is to lower the nose if the stall warning sounds, you run the risk of diving on impact. Practice this in the synthetic trainer until competent.
Using a synthetic trainer at any flying school, practice descending at 200 feet per minute from 500 feet down, at POH landing speed until "touch-down". 500 feet is a good starting point to allow for inaccurate QNH and thus impact could happen at any time from 500 feet down.
This takes careful handling of power and airspeed control. Done on instruments it takes good instrument flying skills. The nose attitude is important because if you allow the speed to to get too low and the instinctive reaction is to lower the nose if the stall warning sounds, you run the risk of diving on impact. Practice this in the synthetic trainer until competent.
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Actually, I beg to disagree in that I believe true glass in daytime to be worse (that is until its time to try to get out). The usual illusion is that you are higher than you actually are, however I've heard of seaplane pilots trying to land 50 feet up.
Also, with glass there will be no wind component to use to reduce impact speed and there can still be large swells which are impossible to assess. Glassy water is also a lot stickier and you will find the horizon just disappears as you approach the surface.
Also, with glass there will be no wind component to use to reduce impact speed and there can still be large swells which are impossible to assess. Glassy water is also a lot stickier and you will find the horizon just disappears as you approach the surface.
If you are in a high wing chances are the fuselage will sink below the surface and if doors and windows are all intact there will be a period of time where the cabin is filled with air and water on the outside. You will probably not be able to open the door or window so you may have to exercise a bit of restraint and allow the cabin to fill so you can open the door.
Avoid the temptation to pop your life jacket the moment you hit the water. THere are documented cases of drowned pax strapped into helicopter seats on the ocean floor with inflated jackets on.
It the aircraft flips on ditching or rolls on the surface, disorientation will be a major factor. Basically, you will convince yourself that the door that was right by your side has suddenly moved to the opposite side of the airframe.
It might be a bit expensive but if you have the opportunity, do a HUET course with one of the companies that specialise in this type of training. As well as the pre ditching preparation you will also cover egress and sea survival.
Avoid the temptation to pop your life jacket the moment you hit the water. THere are documented cases of drowned pax strapped into helicopter seats on the ocean floor with inflated jackets on.
It the aircraft flips on ditching or rolls on the surface, disorientation will be a major factor. Basically, you will convince yourself that the door that was right by your side has suddenly moved to the opposite side of the airframe.
It might be a bit expensive but if you have the opportunity, do a HUET course with one of the companies that specialise in this type of training. As well as the pre ditching preparation you will also cover egress and sea survival.
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high wing fixed undercarriage single engine
Good point Dik, Sticking a cushion or towell between the lock and striker should do the trick.
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